pennellotref

Questa dovrebbe essere una buona fonte informativa, ossia l'account ufficiale Twitter di Larry Vellequette, ossia il corrispondente di Automotive News per tutto il Gruppo FCA. Interessa ????????

https://twitter.com/LarryVellequett

Larry P. Vellequette

‏

@

LarryVellequett

I'll be @Chrysler's 5-year plan marathon Tuesday. Watch #ANCHRYSLER5 at http://autonews.com for full details.

Account Twitter, aggiornato in tempo reale, attrezzato per l'occasione da Automotive News:

https://twitter.com/search?q=%23ANCHRYSLER5&src=hash

10:10 - 5 mag 2014

German Reliability: The Greatest Myth Ever Sold to American Car Buyers

German Reliability: The Greatest Myth Ever Sold to American Car Buyers

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As a journalist, I feel that it's my duty to provide you, the reader, with carefully researched columns that employ unbiased facts to present multiple sides of today's most complex issues. So today I'm going to use a lot of hyperbole and anecdotal evidence to write about German cars.

I came up with the idea for today's column – that the only thing less reliable than a German car is a Happy Meal wristwatch – a few weeks ago while talking to a German friend. He told me, with absolutely no hint of irony in his voice (because Germans don't have the capacity for irony; just cleanliness), that modern German cars will "last forever." He was also stunned when I began violently coughing after several minutes of uncontrollable laughter.

For some reason, Germans still believe this stuff. They actually think that modern German cars, which use the same technology for cruise control as our government uses to monitor the skies for impending nuclear warfare, will still be running perfectly in 20 years.

I have two potential theories for why Germans feel this way. One is that Germans actually know the cars are crap, but they refuse to slander Germany, so they can't ever mention this. So they go home at night and lie awake thinking about how their power trunk closer has stopped working, and now they'll have to carry around their luggage in the backseat whenever a foreigner is nearby.

The other theory is that these cars actually will live on, perfectly preserved, in Germany. This is because Germans always maintain things perfectly, in perpetuity, which is sort of contrary to how we behave here in America. For example: if a check engine light goes on in Germany, a German will rush to the dealership and have it fixed. Whereas an American will resolve the check engine light by a) going to Home Depot for some electrical tape to cover it up, and visiting McDonald's on the way home.

But regardless of the reason, Germans really do think their cars are built to last forever. And here's the thing: it's not only Germans who feel this way. There's also a small contingent of Americans who will tell you – no matter how hard you argue against it – that German cars will last "a million miles" without ever needing a major service. These are usually the people who get a new S-Class every three years.

Now, before we get into the reality of the situation, I'd just like to say that I understand where all of these perceptions of German car reliability come from. Mainly, they come from the old days, when German cars actually were more reliable than foreign rivals, and they were built like tanks, and evil dictators would cruise around in them because they could withstand nuclear attack and come out totally unscathed, except for those little flags mounted on the front bumpers.

But let's be honest here, folks: this is no longer the case. And it hasn't been the case for a long time.

For proof, I start with my own experience owning German cars. I've owned eight, in total: one from every important German automaker, and also Volkswagen. And they were all complete pieces of crap.

OK, so maybe they weren't that bad. Oh, sure, the transmission died in one of them. And yeah, so I had to replace the ignition switch in another, and a differential in a third. There were failed window regulators, check engine lights, prematurely worn suspension components, and phantom tire pressure monitors. And my Mercedes G-Wagen suffered throttle response problems until I realized it was rusty enough to be a Civil War-era shipwreck. But they were great when they were working, right?

Unfortunately, this is the greatest problem with German cars: they're never working. Oh, sure, they have relatively few problems for the first few years of ownership. (Technically defined as: "Right up until the Thursday after the warranty expires.") But even then, you're still losing an insane amount of money in depreciation. And once the depreciation curve starts to flatten, the problems start to crop up, which means you can't safely own a German car for more than an afternoon without spending as much money as round trip airfare to Bermuda.

Of course, my own anecdotal experiences aren't my only evidence here. We also have years of JD Power Long Term Dependability Studies, which routinely place American or Japanese cars into the top dependability spots, while German cars go into entirely different categories, such as Broke Down on the Way to Test Facility.

The main problem, as I see it, is that the Germans are just too obsessed with stuffing all sorts of newfangled gizmos into their cars. This is largely because no one questions the prowess of German engineering; they're still the best at that. So they continue to show their engineering dominance by creating all sorts of crazy gadgets and sticking them in the cars; stuff that no one wants, such as cooled gloveboxes, and rear armrest refrigerators, and those little tray tables that fold down, presumably to allow people riding in the back of an Audi A8 to do some cocaine.

For a better example of this, I turn to the first-generation Audi Allroad, which was an all-wheel drive station wagon that went on sale here in America during the fall of 2000.

While most companies would be content with simply building an all-wheel drive station wagon, Audi couldn't do just that. They had to do more. They couldn't just have normal suspension, for instance. They had to have adjustable suspension that would raise and lower to allow Connecticut families to traverse grass parking lots at lacrosse games. They couldn't just have a typical automatic transmission; it had to offer manual shifting capability. And they couldn't just have a regular V6 engine – they had to add two turbochargers.

The result, as I'm sure you can imagine, is that the suspension failed, the transmissions went bad, and every single remaining V6 Allroad is currently leaking oil through its turbochargers, except the ones that are up on blocks because of bad suspension and a blown transmission. All of this, by the way, was in addition to your usual set of Audi problems, such as – this one actually happened to me – turn signals that don't blink, but rather stay lit when you press the lever.

For this reason, I have taken to measuring automotive reliability on a scale I've dubbed the "Audi Allroad Scale Of Unreliability," which rates cars based on how close they are to the original Audi Allroad in terms of potential for random four-figure maintenance bills. For example: the Lexus ES300 is pretty low on the Audi Allroad Scale Of Unreliability. Whereas a vehicle made entirely by chimpanzees provided with random car parts would be almost as bad as the Allroad. Maybe even worse if the chimpanzees are German.

@DougDeMuro is the author of Plays With Cars. He owned an E63 AMG wagon and once tried to evade police at the Tail of the Dragon using a pontoon boat. (It didn't work.) He worked as a manager for Porsche Cars North America before quitting to become a writer, largely because it meant he no longer had to wear pants. Also, he wrote this entire bio himself in the third person.

:lol: :rotfl:

Dichiarazioni ufficiali di zio F(W)ester inerenti la 4C "pompata a morte":

http://www.autonews.com/article/20140505/OEM03/305059961/alfa-romeo-ponders-a-higher-performance-4c

Alfa Romeo ponders a higher-performance 4C

Alfa Romeo displayed the 4C sports coupe at the New York auto show. A higher-powered version may be developed.

Jens Meiners

Automotive News

May 5, 2014 - 12:01 am ET

Alfa Romeo's low-volume 4C sports coupe won't arrive in the United States until June, but Alfa is already considering higher-powered versions.Alfa Romeo CEO Harald Wester said the chassis could handle more power."The stiffness is very high," he said. "The first adjustment would be the brakes."The two-seater's turbocharged 1.8-liter four-cylinder has more potential, Wester said. "We are only at 134 horsepower per liter, so there is space."Wester said the 4C needed to be tweaked significantly for the United States."The base car in the U.S. has richer equipment," he said. "Europeans are more willing to have a naked driving machine."There were a lot of technical changes as well."The monocoque and the front and rear frames are different, the suspension has been reinforced and suspension tuning has been changed," he said. "It was a really significant overhaul."As for cosmetic changes, all U.S. 4C models will get the new and improved headlights showcased on the 4C Spider shown in March at the Geneva auto show.Prices have not been announced, but the standard 4C will sell for around $55,000, Wester said. A fully equipped version will retail for around $70,000. Alfa expects to sell 800 to 900 units in 2014.You can reach Jens Meiners at jmeiners@crain.com.

Anticipazione piano del 6 maggio by Automotive News:

http://www.autonews.com/article/20140505/RETAIL01/305059945/jeep-wants-to-double-global-sales-by-18

Jeep wants to double global sales by '18

Brand targets 1.5 million units with strong growth in South America, China

The Jeep Renegade, an entry-level vehicle based on a Fiat platform, begins production in June.

Luca Ciferri

Automotive News

May 5, 2014 - 12:01 am ET

TURIN, Italy -- Jeep will double global sales by 2018 with strong growth in South America and China under Fiat Chrysler's five-year product and business plan, sources here said.On Tuesday, May 6, CEO Sergio Marchionne and his executive team will reveal the company's plan in Auburn Hills, Mich.The company wants to boost Jeep's global sales to more than 1.5 million by 2018, the sources said. Last year, the brand's sales worldwide grew by 36 percent to 731,565 units.Fiat Chrysler plans to start production in June of the Renegade, an entry-level Jeep based on a Fiat platform, in Melfi, Italy. Melfi, which has capacity to produce 150,000 Renegades a year, initially will supply the smallest Jeep worldwide.Late this year, Fiat Chrysler will begin pilot production of the Renegade for South America at a new plant in Pernambuco, Brazil.Fiat Chrysler plans to begin making Jeeps in China by late 2015 after reaching an agreement with local partner Guangzhou Automobile Group.According to sources in Italy, the Renegade will be the first Jeep built in Guangzhou. But the Cherokee could be first if negotiations in China bear fruit."Cherokee is the obvious choice to localize in Changsha," Jeep brand head Mike Manley toldAutomotive News Europe in an interview at the Geneva auto show in March. He wants to get government approval to start Cherokee production by the end of 2014.In 2016, Guangzhou will add production for China of another Jeep model, the replacement for the Compass and Patriot, sources said.Last year, Jeep sold nearly 60,000 vehicles in China, ahead of Canada's 44,700 units but well behind 490,500 U.S. sales, company data show.Jennifer Clark and Bloomberg contributed to this report.You can reach Luca Ciferri at lciferri@crain.com.

Domani ma non so a che ora

http://www.autonews.com/article/20140504/OEM02/140509926/tune-in-for-chryslers-5-year-plan

On Tuesday, May 6, a team of Automotive News editors and reporters will provide real-time coverage of Chrysler Group’s and Fiat’s five-year product and business plan.From Chrysler headquarters in suburban Detroit, CEO Sergio Marchionne and his team will spell out their 2015-19 plans for all Fiat and Chrysler brands. The executives also will summarize their goals for such key areas as dealer relations, engineering, manufacturing and purchasing.

Chrysler has a lot of hard work ahead. For instance, its fleet fuel economy average lags almost all competitors. And last year, it was third in Detroit 3 profit margins.

• What: CEO Sergio Marchionne and top executives will present Chrysler Group's 5-year product and business plan to journalists and analysts.

• When: 8 a.m.-6 p.m. EST, Tuesday, May 6

• Where: Chrysler headquarters, Auburn Hills, Mich.

• Coverage: Go to autonews.com for real-time blogs, tweets, analysis and video reports about the 2015-19 plan.

• Access: Only Automotive News subscribers will have full access. To subscribe, go to autonews.com/subscribe

In origine il 1750 era previsto anche longitudinale......E se avessero utilizzato il relativo blocco, modificato di alesaggio e corsa per arrivare a 1.5 più o meno ? Sarebbe tecnicamente ed economicamente possibile secondo voi ? Inoltre c'è da dire che tempo fa (2-3 mesi) lessi un'intervista ad un ingegnere di FPT su 4Ruote in cui lo stesso dichiarava che erano a lavoro su motori a 3 e 4 cilindri, avendo quale base tecnica il Twinair.

Cancellato

...ma se questo fosse vero, allora si realizzerebbe davvero l'ipotesi di un ALfa tutta Italiana e sarebbe ...."un salto gigantesco per l'umanità":mrgreen:

.. o per lo meno per tutta quella parte di essa proterva:lol:

p.s. e in germania avrebbero veri problemi di diuresi

Epperò epperò.............perdonatemi se assumo la parte del c@c@-dirigibili-marroni-senza-elicaetimone, 1) se Maglione mi molla la Mazda-Alfa perchè tutte le Alfa devono essere italiche, 2) se è vera la storia di Giorgio a Tp, 3) se le Alfa nasceranno tra Mirafiori e Cassino, 4) se Mirafiori e Cassino saranno piattaforme produttive a TP, ergo due sono le ipotesi senza vie di mezzo:

1) o Alfa molla il seg. C ossia l'unico segmento che le ha permesso di sopravvivere (con numeri tutt'altro che disprezzabili dalla 147 in poi) o

2) Giorgio e Giulietta figlieranno !!!!!!!!!!

Eggrazie che è un muletto FCA.

Anche i precedenti muletti bianchi avvistati in Italia e in Michigan era certo fossero muletti della controparte Fiat del progetto.

L'unico muletto al 100% Mazda che ricordi era nero, con diversa rifinitura del frontale, per raccordare il paraurti ai fari montati sporgenti.

A vabbè...........ma abbi pietà di me !!!! Mica me posso ricordà il colore de tutti i muletti Mazda ? Bravo...........hai vinto........

- - - - - - - - - - AGGIUNTA al messaggio già esistente - - - - - - - - - -

..........

Non credo che la Giulietta diventerà TP.

Infatti era una provocazione............o no ???????????

C'è scritto Chrysler perchè hanno spedito dal giappone un muletto destinato a Detroit per i test, ergo destinatario Chrysler.

Non vuol dire nient'altro.

Di certo non ci avresti mai letto sopra "Alfa Romeo" o "Fiat".

Eccerto............ma neanche Mazda . Il punto è stabilire se trattasi di muletto Mazda-Mazda o Mazda-Alfa-Fiat !!!!!! Direi che data la scritta Chrysler il busillis è risolto .......non è un mulo Mazda-Mazda

- - - - - - - - - - AGGIUNTA al messaggio già esistente - - - - - - - - - -

Comunque se rendono longitudinale il 1.4 vuol dire che pensano di usarlo pure su qualche altro modello, non mi pare che possa essere remunerativo altrimenti.

Che potrà essere? Giulia base?

E vabbè.............ma allora provochi !!!!!!!!!!!! Giulietta di nuova generazione nel 2017-2018 su Giorgio :mrgreen: :mrgreen:

Il posizionamento e forma della "plasticheria" varia nel vano motore sono compatibile con quella dell'Abarth 500. Inoltre sul parabrezza c'è scritto chiaramente "Chrysler". Direi che a questo punto non ci siano dubbi. In sintesi quindi Fiat si accinge a fare col 1.4 quello che ha fatto col 1750: longitudinalizzazione e blocco in alluminio (spero......)

Credo che ci sarà da ridere non poco quando i giornalisti di settore americani (non tutti ovviamente) stroncheranno senza pietà la 4C perchè non funziona come una Cayman......

Porc@ putt@n@ !!!!!!!!!!!!

Ad oggi tutta la rete Chrysler fa anche Fiat o solo una parte?

Solo una parte. Se non ricordo male i dealer Fiat dovrebbero essere 210 con l'intenzione di arrivare a 240 per la fine del 2014. Sono sia franchising CDJR (Chrysler, Dodge, Jeep, Ram) che dealer stand-alone.

Direi che è proprio questo il posto giusto per un articolo del genere (con buona pace dei Dott. Dudenhoeffer e Wormald):

Jeep and Alfa Romeo will be ordered to lead the charge for Fiat Chrysler Automobiles (FCA) as the recently merged company seeks to crank up profits and sales to challenge global leaders like General Motors, Toyota and Volkswagen.That’s the message investors are likely to hear from CEO Sergio Marchionne early next month when he outlines the new industrial plan for the new company which emerged after the $4.35 billion deal last January to buy the rest of Chrysler formerly owned by the UAW.

Upwards of $5 billion will have to be spent on Fiat’s Alfa Romeo as it seeks to at least be the poor man’s BMW, Mercedes or Audi. Current weaknesses in China, India and Russia will be shored up.

Fiat’s investment-starved and weak product line-up in Europe will be resuscitated. Maybe a dirt cheap third world car will be announced. Perhaps some subtle overtures to join forces will be made to other relatively small-time loners in the automotive business like Mazda, Mitsubishi, Suzuki, Subaru of Japan, or even luxury car pretender Jaguar Land Rover, the British based and Indian owned maker of upmarket SUVs, luxury sedans and sports cars. And above all, any targets offered must be seen to be attainable, unlike some offered as recently as 2010, which called for 6.6 million sales by 2014. Last year the two companies only reached 4.4 million.

The storied but neglected and tarnished Alfa Romeo brand was supposed to reach 500,000 by 2014, with 85,000 in America. Last year Alfa Romeo produced a total of 75,400 cars globally, down from 92,100 in 2012, according to Automotive Industry Data. Sales in the U.S. will now start with a trickle of highly priced and weird looking little 4C sports cars later this year.

Six, seven million

Marchionne has said that FCA must raise volume to compete with the giants, and this means sales of at least six, perhaps seven million a year. Investors will also expect FCA to address its debt problem. Some reports have said this debt costs the company around $2.7 billion a year to service.

Analysts are mainly wary but positive about FCA’s future, but Professor Ferdinand Dudenhoeffer of the Center for Automotive Research (CAR) at Germany’s University of Duisberg-Essen warns Marchionne that he will have to concentrate on raising the standards of products and eschew his propensity for badge engineering.

“Marchionne always seems to think as an investment banker and not a manager who understands the car industry. He needs to have a clear idea of product and of the unique selling proposition of the product, and he can’t do that with scale economics. You need to build up buyers over 10 years with clearly defined products and I don’t see any of that with Marchionne,” Dudenhoeffer said.

Don't stack high, sell cheap

Dudenhoeffer points to Jaguar Land Rover (JLR) as an example of how to reignite a car company. Stacking ‘em high and selling ‘em cheap is not the way to go.

“Ford sold Jaguar Land Rover for $2.3 billion and now it has equity of $8 billion. They make margins of about 12 percent. What happened was not so complicated and had nothing to do with scale. They hired good managers, mainly from (German premium leader) BMW, raised quality and invested in new products. They didn’t come up with cost savings or scale economies,” Dudenhoeffer said.

“Marchionne looks for scale economies and this is not the right approach. He’s just using labels, like selling Chrysler cars in Europe as Fiats or Lancias,” Dudenhoeffer said.

The Lancia brand is a once famous pan-European sporty brand, which has now mainly retreated back to Italy.

Richard Hilgert, analyst with Chicago stock-broker Morningstar, doesn’t buy the argument that Marchionne is a bean-counter rather than a car-guy.

“I’ve listened to his presentations and I think his enthusiasm shows he gets it when it comes to product,” Hilgert said.

Hilgert says FCA has the potential to get to six or seven million annual sales, but it will take more investment in China, a return to peak volumes in Europe after years of decline, and a solid recovery in Brazil where Fiat has traditionally been strong. Hilgert doesn’t expect to hear about any merger activity, but does muse about the possibility of FCA getting together with JLR. He sees the resurrection of Alfa Romeo as crucial to FCA’s development, but reckons the 500,000 target was over the top.

VW-Audi playbook

“I would be happy to see Alfa Romeo do at least half that much, while U.S. sales won’t start to really get under way until 2016. FCA should follow the VW-Audi playbook to develop Alfa Romeo as a premium brand, although it has been riddled with quality problems in the past,” Hilgert said.

Volkswagen of Germany took 20 years to establish its Audi subsidiary as the equal of BMW and Mercedes, using well hidden VW content to keep prices down and profits high.

Pierluigi Bellini, Turin-Italy based IHS Automotive analyst, points out that although Fiat missed targets, the Chrysler side of the business did well, particularly SUV maker Jeep, which he says has the potential to be a global player, along with Alfa Romeo.

“Reviving Alfa Romeo will take perhaps 4 billion euros ($5.5 billion) but volume will peak at 220,000 in 2018, or perhaps as high as 250,000 but not much more than that, with U.S. sales of 40,000 to 50,000,” Bellini said.

Bellini doesn’t expect Marchionne to sell its famous Ferrari high-priced sports car subsidiary or its up and coming Maserati brand. Russia and Indian markets have been neglected and need attention. China is now improving for FCA.

Part of the pie

“Long term the crucial point is Alfa Romeo. If they make Alfa into a contender, not quite like the three Germans, they should be able to catch a part of the pie, and Jeep is very well positioned. They need a more efficient financial structure, but it all depends on product,” Bellini said.

Another long-term Fiat Chrysler skeptic is John Wormald, analyst with British automotive consultancy Autopolis, who agrees with CAR’s Dudenhoeffer that product, not volume is the key. Wormald said FCA’s debt is so high, even selling off the crown jewels like Ferrari and Maserati wouldn’t make much of dent in the number.

“If they really want to get rid of the debt perhaps they should sell Chrysler, which is profitable and much bigger,” Wormald said.

Wormald pointed out that Fiat in Europe is surrounded by other wounded giants which have racked up massive losses during the six year sales downturn, and all desperate to return to the black. Last week, Peugeot of France announced its recovery plan, which centered on cutting models out of the overblown line-up, and attempting to move up market with its newly minted “DS” brand. At least Alfa Romeo has a bit more of a ring to it than “DS”.

“Ford and (GM Europe’s) Opel Vauxhall are trying to get themselves the right way up again. Renault (of France) as well. There are too many players, too much capacity chasing limited markets that are reviving very slowly. Something has to give; until Fiat grabbed the (Chrysler) life raft it was high on the list of those likely to go. I’ve got great admiration for Marchionne, but even he can’t defeat the laws of gravity. If he talks about growing and building more cars, I shall remain very skeptical,” Wormald said.

No illusions

Despite misgivings, Morningstar’s Hilgert emerges as an optimist for FCA, just.

“I’m well aware of the many downfalls and pitfalls and concerns with this company, so I have no illusions about the fact that it still has issues to deal with; a highly leveraged balance sheet, and lack of cash to fund new product development and more efficient manufacturing operations. But analysts have been overly negative,” Hilgert said.

CAR’s Dudenhoeffer isn’t sure if FCA will be a big headache for Toyota, GM and VW five years down the line.

“It has to fix China and look for a partner or a merger partner. It is a company with a lot of risk. It needs a more clear cut approach from the product side and less of an investment banking approach for the car business,” Dudenhoeffer said.

From The Detroit News: Jeep, Alfa Romeo expected to spearhead Marchionne's Fiat Chrysler plan | The Detroit News

N.B.:ho un po' ragione.......o sono il solito "italiota" affetto da manie di persecuzione ?

E se fosse rispuntata fuori la topolino di cui si vociferava qualche anno fa ? Qualcosa con cui andare a rompere i maroni alla nuova Smart..........magari triposto.............

Mamammamiacheaborto !!!!!!!!!!!!! Spero che la facciano ...........

Avendo letto in passato alcuni articoli che lo riguardano (quello che ha fatto nell'area Asia-Pacifico ed in Nord America, quanto sia "introdotto" sul piano commerciale e delle "relazioni internazionali"), ipotizzerei che l'arrivo di Mattiacci abbia relativamente poco a che fare con la ristrutturazione della GES (della quale è in costruzione la nuova sede) e molto con la ricerca di nuovi sponsor. Non mi stupirei se da qui a qualche mese arrivasse un "F1 guy" a guidare la baracca...........magari il buon Ross, il cui desiderio era, ai tempi, di sostituire il Pinguino francese quando lasciò la Scuderia. Comunque, in UK già rilanciano indiscrezioni su un arrivo (dato per certo) del triumvirato Horner-Newey-Vettel per il 2016.

Allestimento Super Bee già presentato in passato sia per Charger che per Challenger (le cui versioni rinnovate saranno entrambe presenti a New York :

Press Release :

Dodge

Addirittura full body makeover per la Charger .

Piccolo OT. Teaser frontale Dodge Charger:

Sono curioso...

Il sound (al minimo) di quello che dovrebbe essere il nuovo V8 sovralimentato della Challenger:

VROOMMMMMMM

Non male.........peccato che è al minimo !!!!!!!

Beh.. direi ...

Le conferenze stampa sono unna cosa assai "politica". Luna d miele, per la gente là fuori.

T!

Puo' darsi:D.........Peraltro ci potrebbero essere anche motivazioni giuridiche, ossia l'abbassamento della media delle emissioni inquinanti a livello di gruppo

Potrebbero anche esserci altre motivazioni......... Nella prima conferenza stampa internazionale tenuta da Winterkorn dopo l'acquisto della casa di BP, quest'ultimo affermò molto chiaramente che la motivazione principale dell'investimento VAG in Ducati era di natura tecnologica, ossia l'interesse per il know-how bolognese nella produzione di motori piccoli ad elevatissimo regime di rotazione in previsione di futuri sviluppi nel campo delle auto ibride. Chi ci dice che non sia così anche nel caso di FCA ? Motivazioni essenzialmente tecnologiche alla base del possibile investimento.........Vedremo

Prime recensioni:

2015 Chrysler 200 First Drive | Edmunds.com

Chrysler Reinvents Its Midsize Sedan for the Mainstream

Published: 03/18/2014 - by Erin Riches, Senior Editor

Quick Summary: Chrysler has fully redesigned its midsize 200 sedan. Although the 2015 Chrysler 200 isn't significantly larger than its predecessor, it's a radically different car underneath and finally has what it takes to fight for a spot in your driveway. Highlights included a more powerful base four-cylinder engine, a new nine-speed automatic transmission that improves fuel economy and a totally revamped interior with upgraded materials and more amenities.

What Is It?

The 2015 Chrysler 200 is a front-wheel-drive midsize sedan, though all-wheel drive is available on the upper trim levels. This is a wholly different car from past models, as it uses a larger version of the underpinnings used for the Dodge Dart and Jeep Cherokee. Not only are the 200's suspension and steering systems all-new, but its more structurally rigid foundation contributes to a quieter, more composed ride.

When the new Chrysler 200 sedan goes on sale in the spring of 2014, it will come in four trim levels: LX, Limited, S and C. Prices start at $22,695 for a base LX four-cylinder model and top out around $37,000 for a fully optioned V6 AWD 200 C model. The 200 will only be sold in a sedan body style in this generation; a Chrysler 200 convertible won't be offered.

What Are My Engine and Transmission Choices?

As in the past, you can have either an inline four-cylinder or a V6 engine in the Chrysler 200, but for 2015, the four-cylinder is a far more viable choice. Standard on all front-wheel-drive 200 sedans, this 2.4-liter inline-4 features variable intake-valve timing and lift technology, and is rated at 184 horsepower.

Optional on front-drive S and C models and standard on the AWD versions is a newly fortified version of Chrysler's 3.6-liter V6 engine. Rated at 295 horsepower, it's currently the most powerful V6 available in a non-premium-brand midsize sedan.

With either of these engines, a new nine-speed automatic transmission is standard. It features four overdrive gears to improve fuel economy. All 200 S models include steering wheel-mounted paddle shifters. In addition, S models and any 200 equipped with the V6 have a Sport mode that sharpens up engine and transmission responses, provides slightly heavier steering effort and relaxes the intervention point for the electronic stability control (ESC).

How Does It Drive?

Four-cylinder versions of the 2015 Chrysler 200 are a pleasant surprise. This isn't the quietest or smoothest engine in this class, but there's plenty of power for passing and merging on the highway. The nine-speed automatic downshifts when you need it to, but the transmission in our pre-production test car sometimes held onto lower gears a little too long, leaving the engine revving at higher rpm for no good reason. Chrysler officials tell us they're still working on the final software for the new transmission.

Although the four-cylinder will meet the needs of most commuters, the V6 is easily the more desirable choice. It has plenty of power in any situation, as it never feels sluggish, even when engine speed drops below 2,000 rpm in 9th gear. It's also commendably quiet, but if you start getting aggressive with the gas pedal, it offers a satisfying exhaust note. Although downshifts are delivered quickly enough in "D," manual gearchanges executed with the paddle shifters in Sport mode aren't especially quick (nor are they rev-matched). The Chrysler engineers tell us we can expect quicker response on full-production models.

If you enjoy a quick drive on a twisty back road, you'll likely prefer the Chrysler 200 S model's sport-tuned suspension and 18-inch wheels and tires. The setup gives the car a sporty, buttoned-down feel around tight turns and makes it one of the better-handling midsize cars in this price range. If you just want to make time on the interstate, though, you'll probably be just as happy with the standard suspension calibration. We sampled a Limited model with this setup and 17-inch wheels and tires, and it still provided reasonable balance around turns along with an agreeable ride quality.

Brake pedal feel and response are quite good on both versions. Meanwhile, the electric-assist power steering is precise, but even on the Limited, it has a heavier effort level than most buyers will be expecting on a midsize sedan.

What Kind of Fuel Economy Can You Expect?

The EPA has not yet released fuel economy ratings for the 2015 Chrysler 200. However, Chrysler is predicting that four-cylinder models will earn a 35 mpg highway rating for 2015, which would be a significant jump over last year's four-cylinder 200, which rated only 31 mpg on the highway. The automaker also expects that front-wheel-drive V6 models will see a 7 percent improvement in their EPA highway rating, which would translate to a 31 mpg highway rating (up from 29 mpg in 2014).

What Safety Features Does It Offer?

In addition to the expected side-impact and side curtain airbags, every 2015 Chrysler 200 comes with knee airbags for the driver and front passenger. A rearview camera is optional on Limited and S models and standard on the C.

If you're looking for more advanced safety tech, a blind spot warning system with rear cross-traffic alerts is optional on S and C models only. On the C, this system is part of a larger SafetyTec package that also includes adaptive cruise control, a forward collision warning system (that can automatically initiate braking if the driver doesn't react), a lane keeping assist system, an automated parking system, automatic high-beam control and rain-sensing windshield wipers.

Halogen headlights are standard across the board, but HIDs are optional on S and C models.

What's the New Interior Like?

One of the biggest drawbacks to the previous Chrysler 200 was its dated interior that wasn't very special or distinctive. Chrysler's designers redoubled their efforts in the 2015 200, and the result is one of the better cabin designs in this price range.

It's shown off to best effect in S and C models equipped with the optional 8.4-inch infotainment interface, which includes navigation, text-to-voice capability and smartphone app integration. This large screen fills out the dash nicely and complements the automatic transmission's rotary-style shifter. If you pick out a C model, you'll get leather upholstery and an upgraded instrument panel with a configurable display (optional on the S) and, if you specify the optional Premium Group package, you can get real wood inlays in the cabin. These inlays are inspired by the iconic Eames chair and feature exposed edges.

That said, we also drove around in a Limited model with cloth upholstery and the standard 5-inch audio display. It doesn't look quite as state-of-the-art, but it's still a comfortable and functional interior furnished with high-quality materials.

All models feature a USB port that strategically routes your power cord to a handy storage shelf in the center console. And all models, except the base LX, have Bluetooth phone and audio connectivity. A keyless ignition-entry system is standard on every Chrysler 200. On most models, it allows passive access to the driver door and trunk, but on the C, you can also access the front-passenger door without digging in your pocket for the key. Dual-zone automatic climate control and rear-seat heating ducts are standard on the C and optional on the Limited and S.

Most shoppers will have little difficulty getting comfortable in the front seats, and a standard tilt-telescoping steering makes it easy to find a good driving position. However, the 2015 Chrysler 200 has less hiproom than most competitors, so if you're on the larger side, it may feel overly snug. The S model offers front seats with extra lateral bolstering, and we preferred them when driving on back roads with lots of tight turns.

How Spacious Is the Backseat?

A 5-foot-10-inch tall adult will have just enough room to get comfortable in the rear seat when the front seat is adjusted for another 5-foot-10 adult. Six-footers are likely to have issues as the 200 offers less rear legroom than most other midsize sedans.

What About Cargo Capacity?

Trunk capacity is 16 cubic feet, which is a good number for this class. A 60/40-split folding rear seat is standard on all trim levels.

What Are Its Closest Competitors?

Although the 2015 Chrysler 200 is a touch smaller than most other midsize sedans, Chrysler is nonetheless targeting the heavy hitters in this price range.

2014 Ford Fusion: Like the 200, the Fusion is notable for its handsome styling, composed handling and available AWD. It also has an impressive 240-hp turbocharged four-cylinder engine, though we don't love its infotainment interface.

2014 Honda Accord: The Accord is one of those cars that checks all the boxes. It has one of the roomiest, most comfortable interiors; an extremely fuel-efficient four-cylinder; and an overachieving V6.

2014 Nissan Altima: Another of our favorites in this class, Altima ekes outstanding fuel economy numbers out of its base four-cylinder engine and offers a superb ride/handling balance.

2014 Toyota Camry: Always a solid choice for a midsize sedan, the Camry offers lots of space and strong four-cylinder and V6 engines.

Why Should You Consider This Car

If you want to drive a midsize sedan that looks more expensive than it really is, the 2015 Chrysler 200 merits consideration as it's guaranteed to stand out against the competition It's also one of the better-handling cars in this class, and it's one of the more affordable V6 midsize sedans out there. If a slick infotainment system is important to you, the 200 arguably has the best audio-navigation interface in this class.

Why Should You Think Twice About This Car

If you need a large backseat to accommodate taller adults or children in car seats, the Chrysler 200 simply isn't as spacious as other midsize sedans. In addition, even with the arrival of a nine-speed automatic transmission, it won't match the fuel economy ratings of the most frugal four-cylinder sedans in this class.

Apprezzato il comportamento generale della vettura, ovviamente anni luce migliore rispetto alla generazione attuale; buone prestazioni motoristiche, ovviamente con particolare riferimento al V6. Molto graditi gli interni, con un ottimo rapporto qualità-prezzo; 4 cilindri non tra i più silenziosi, in particolare quando si spinge forte (e questo già si sapeva); spazio in altezza non dei migliori. Lodati allestimenti ed accessori-optionals. Cambio 9 marce buono ma migliorabile (ammesso da Chrysler......al solito è una pre-serie) In generale, comunque prodotto molto credibile e competitivo.

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KBB:

http://www.kbb.com/car-news/all-the-latest/2015-chrysler-200-first-review-an-entrant-finally-fit-for-a-tough-segment/2000010481/

For a while now, when someone said the words "Chrysler 200," people usually responded with various forms of cringing and grimacing. Let's just get this out of the way right now: The 2015 Chrysler 200 sedan changes all of that. Now when you say you own a 2015 Chrysler 200, it will no longer be met with furrowed brows. This all started back in 2009 when bankruptcy was the watchword in Detroit. Chrysler had the latest-generation 200 in the can, but its future was unknown just like the rest of the company. The American auto industry has pulled through since then, and after being acquired by Fiat, Chrysler now has the cash needed to never make the same mistakes again.Suit and Tie

We'll start with the obvious, the 2015 Chrysler 200 is all-new for the latest model year, and it's a sharp midsize sedan both inside and out. The new 200 has been redesigned from head to toe and, unlike other Chrysler Group products, the interior design is exclusive to it. Of course, there are some button and gauge sharing here and there, but the overall design is specific to the all-new 200. Gone are the days of straight lines and a dreary interior. Instead, curvy exterior styling is paired with an interior that could go up against any competitor in the midsize-sedan segment. When tasked with penning the insides, Klaus Busse, Head of Interior Design, Chrysler Group aimed to use furniture-grade materials, which can be seen in features like the real wood with an exposed edge on the dashboard.

Also: 12 Best Family Cars of 2014

Fiat-Chrysler CEO Sergio Marchionne allowed designers and engineers to start with a fresh slate when research and development on the 2015 200 began and it shows. With a coupe-like profile, sleek lines guide your eyes from the front to the back of the 4-door 200 which is a momentous change over the model it's replacing. Up front, the new Chrysler badge appears to be floating in the grille and is book-ended by projector headlights. Chrysler was aiming for a "timeless, exciting design," one that will be used as a template for future products. While the latest 200 only debuted earlier this year at the 2014 Detroit auto show, Chrysler is already banking on this fresh design to become the face of the company.

Build it (Better), They Will Come

Although you see it first, the exterior of the 200 sedan wasn't the only thing to get redesigned for the 2015 model year. Sixty percent of the body structure now consists of high strength steel and every driving component has been retuned solely for the 200. The team responsible for producing the latest 200 had a simple plan: Make it better and more efficient than what the competition offers, and they will come. If you make a product that makes people want to buy the car, then sales will take care of themselves. Sounds easy enough, right?

Well, not so fast. On paper, that strategy sounds like one of the easiest things you'll do all day. Except building a car, let alone one with less than a sterling reputation, is anything but. Chrysler had a healthy amount of self-awareness when it came to the 200 and took it all into consideration when redesigning the new car. This self-awareness was immediately evident as we sat down in the all-wheel-drive 200C AWD. The interior materials felt solid, the infotainment system worked exactly as it was told, and the new dial transmission knob hopped into place with authority. After getting situated in the cabin, it was then time to see how the entire package came together when rolling down the road.

Underneath the hood, Chrysler offers two options in the form of a 2.4-liter 4-cylinder Tigershark engine and its touted 3.6-liter Pentastar V6. Both are linked up with a 9-speed automatic transmission making this combination a first for the industry. Using a 9-speed automatic transmission allows the new 200 to take off quicker in first gear and achieve better fuel economy when cruising on the highway. We had a chance to sample both combinations and came away enjoying the 3.6-liter V6 and all 295 of its horses. If you opt for the smaller motivator, you get 184 horsepower, and while the EPA isn't finished certifying it yet, Chrysler has hinted at a 35 highway mpg number. The EPA is also in the process of certifying the 3.6-liter V6 engine, but no word on what to expect yet.

On the Road

During our time with the 2015 Chrysler 200, we sampled a few different trim levels of the midsize sedan including a 200C FWD (for front-wheel drive), 200C AWD, 200S FWD and a 200S AWD. As expected, the 200C FWD with the 2.4-liter 4-cylinder engine felt a little underwhelming, with power taking its time to show up. This was quickly rectified when we hopped into the 200C AWD with the 3.6-liter V6. Acceleration was plentiful and getting on the highway was a breeze. The Tigershark engine, on the other hand, needed some more time and space to do the same thing. As usual though, fuel economy benefitted from the smaller Tigershark engine but the Pentastar V6 mill was still registering in the mid-20 mpg range.

The transmission worked harmoniously with both engines and even played along when ordered into Sport mode. On the S model, paddle shifters mounted behind the steering wheel do a fine job for a vehicle in the midsize segment, and don't hinder the volume and tuning toggles hidden behind the spokes. Once on the open road, road and engine noise was kept to a minimum due in part to acoustic treatment of the wheel wells and an optional acoustic windshield and front windows. A new carpet lining the bottom of the interior also helps keep external noises at bay.

Also: 10 Best Luxury Cars Under $40,000

A few of the trims we tried, including the 200C AWD, featured Customer Preferred Package 26N (an additional $1,295) which tacks on safety features like Advanced Brake Assist, Lane Departure Warning, Full Speed Forward Collision Warning and Adaptive Cruise Control. There were a few stretches of road along our drive route that allowed us to test out the Adaptive Cruise Control, and we came away pleasantly surprised at how easy it was to use and how well it worked. Other features in this option package include rain sensitive wiper blades, Blind Spot Cross Path Detection and Parallel and Perpendicular Park Assist with Stop.

The Verdict

This is not your DaimlerChrysler's Sebring. In fact, it's not even remotely close to anything offered to the first-generation 200 model it's replacing. The 2015 Chrysler 200 is so far removed from its predecessor that it's literally a different car. And that's a really good thing. Like the rest of the segment, the 200 will no longer offer a convertible variant, but we think that's a good thing. It will be interesting to see how the 2015 Chrysler 200 stacks up against the competition once we get our mitts on it again. For the time being, though, Fiat-Chrysler should be proud because they gave one of their weakest offerings a real fighting chance in the most competitive segment. That in itself is an enormous accomplishment.

In tal caso, molto lodata la silenziosità di marcia del V6 e l'efficacia dell'Adaptive Cruise Control. Piace il comportamento del 9 marce, in particolare in modalità manuale con i paddles della versione S. Anche qui, prodotto solido e competitivo.

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Motortrend:

http://www.motortrend.com/roadtests/sedans/1403_2015_chrysler_200_first_drive/

Let’s face it, Chrysler has kinda been phoning in its midsize car entries since, when, maybe the original cloud cars, Cirrus, Stratus and Breeze? This chagrinned the new boss in the black sweaters, who asked his team to explain why the company offered three great entries in the miniscule large-car segment, while two crappy ones (then Sebring and Avenger) were being slaughtered by the Camry and Accord in the mighty midsize segment. The answer amounted to shrugged shoulders and finger-pointing at a Daimler organization model that gave cost-driven engineers full authority over the product with no responsibility for its sales. Marchionne’s edict: enough phoning it in; hang up and drive. The 2011 200 was a rush patch-it-up job funded by loose change scrounged from bankruptcy-courtroom couches. Whatever sales that car has garnered are testaments to the power of Chrysler’s advertising efforts, like the “Imported from Detroit” campaign. The resources allotted to this 2015, however, car will leave no room for excuses. A Carl Sagen-esque $1 billion were spent just on upgrading the Sterling Heights (suburban Detroit) assembly plant that builds it, for example. Credit or blame for the 200’s success will still go to the marketing team, which now bears full responsibility for the sales, profit, and loss of the 200, but also gets a big say in the product design phase. This major change from the Daimler days is causing guys like marketing brand manager Andy Love to log longer work-weeks than those his father Craig and grandfather Robert did in their careers in Chrysler engineering management.

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His strategy is stupid simple: Make people genuinely want this car by giving it more/better/different qualities than the competition offers. Efficiency is important, so the company’s thrifty 2.4-liter Tigershark engine (with MultiAir II) is hitched to a segment-first nine-speed automatic with an impressive 9.8 gear ratio spread (most competitors’ six-speeds span just 6.0). This means you can get a shorter first gear for quick launches and a super-tall ratio for highway cruising. The EPA highway target is 35 mpg, but official certification isn’t completed yet. Safety also sells family cars, so the 200 can be festooned with 60 standard and optional safety features, including Forward Collision Warning Plus (it’ll stop the car to prevent low-speed accidents), Lane Departure Warning Plus (it’ll steer you back into the lane), and Smart Beam (auto high-beam) headlamps. To attract a younger, sport-sedan audience (a mid-size niche not currently much catered to), the 200S offers Chrysler’s Pentastar V-6 tuned for a class-leading 295 hp and 262 lb-ft, sport-tuned suspension on 18- or 19-inch wheels, and the option of all-wheel-drive, with an S mode that splits the torque a bit more aggressively. Offering AWD is a bold, pricey gamble, but it narrows the competition to one: Ford Fusion. Speaking of which, that brand’s Titanium range-topper is challenged by the luxurious 200C which can be equipped with high-end like features ParkSense Parallel and Perpendicular Park Assist. Outside, the 200’s profile may look Fusion-esque, but design chief Brandon Faurote says the inspiration came from the drama and proportion of Virgil Exner’s Ghia show cars of the ’50s, with the strong shoulder and A-line of Elwood Engel’s fuselage cars of the ’60s. The exterior design is undeniably pleasing and harmonious, if less fresh than that original Cirrus. It cheats the wind with a Mazda6-rivalling 0.27 drag coefficient. Interior design honcho Klaus Busse sought inspiration from icons of American design like the Eames chair, which inspires the wood trim (genuine in 200C models with Premium group) on the dash and doors. You see a substantial edge and depth to it that suggests it’s structural, not decorative. Switching to a rotary gear-selector frees up space for a deep center console bin with an open stowage shelf beneath it, accessible from either side (the lower bin is lined with a mat depicting the skyline of Detroit). It all looks great, but this former Chrysler packaging engineer is troubled by a driver’s dead-pedal that sits noticeably aft of the accelerator pedal (making it hard for me to wedge in securely for spirited driving), and by the fact that the interior measures smaller than the segment frontrunners’. Shoulder-room is class competitive, but head and leg room are near the bottom of the category. At 37.4 inches, rear headroom equals that of the Accord and Altima, but my hair only grazes the 200’s ceiling, not the others on hand for comparison.

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After the walk-arounds, I strapped into a 2.4-liter Limited model, which is expected to outsell the base LX, S, and C. Having just driven a 2.4-liter Dodge Dart, I was pleased to find that the extra transmission ratios more than covered for the additional 200-plus pounds. When caning it hard, the exhaust projects a sporting snarl (accompanied by steering wheel vibrations). Sadly, the dial-a-tranny knob offers no means of selecting individual gears, and the computer didn’t choose optimally for every impending corner exit, but it never seems busy because this sort of hard running, where you hear the engine and gearshifts still only uses a handful of gears. The extra ratios are mostly above and below the ones you’ll be enjoying on a twisty-road. Wearing optional 18-inch Nexen CP671 tires aired to 38 psi all around, this Limited managed to scamper spryly through the twists and hills between Healdsburg and Highway 1 in northern California’s wine country, cornering hard without squealing and mostly absorbing minor bumps with an upscale suppleness. In one lumpy high-g corner I heard a bit of untoward clunking from the suspension, however. Next I tried two V-6 S models (FWD and AWD), which get little wheel-mounted shift paddles that don’t obscure the popular track/seek and volume toggles on the back of the wheel. These cars felt faster but nose-heavier, and I only noted a hint of torque steer in the front-driver when launching with the steering wheel turned. Twirl the tranny knob to S, and the steering assist stiffens and the shift schedule, throttle map, and (when fitted) all-wheel-drive torque distribution strategies are all optimized for max performance. Paddle-selected gears are maintained no matter what in S mode, and the I/P screen shows the selected gear, and plus/minus paddles, with the plus one glowing red when it’s time to upshift and the minus one turning yellow when a selected downshift is disallowed due to speed. S-mode also switches off traction control, but I switched it back on in the front-drive S because many of the corners were damp, and spinning front tires bring big understeer. The all-wheel-drive system, functionally equivalent to Jeep’s Active Drive I, saves fuel by idling the rear axle when torque is not required back there. Happily, I was never aware of the system spinning this hardware up to speed when conditions demanded. The general chassis demeanor inspired enough confidence to get me going faster than the brakes seemed happy with, prompting some pucker approaching one hairpin with a really hard pedal that wasn’t whoa-ing quite as anticipated. A moment’s cool-down had everything ready to rock again. The chassis remained neutral, resisting all my best attempts at Finnish flicking the thing into a rear-end slide.

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I rounded out the day in a 2.4-liter 200C with Premium pack, which gets more copper-hued brightwork inside, along with seat piping in a metallic brown. It looks great, and the Chrysler Uconnect user interface still strikes me as an industry leader. The test car had the full suite of safety and convenience gear, including active cruise with traffic-jam assist (it stops and goes automatically with traffic) and the option of disabling the active part and engaging normal cruise if preferred (or if the sensors get too schmutzed up with slush or mud). The lane-keeping function allows the car to step on or over the lane markers before steering back, which seems less useful than systems that cleave to the middle of the lane. And final calibration of the parking-assist system is still ongoing—this pre-production example positioned the car way over to the right edge of a perpendicular spot, and then scarred a 19-inch wheel in a parallel maneuver. Brief comparison drives in a Fusion, Accord, Camry, and Altima suggest the 200 will bring considerably more personality to the segment than the Asians, with a bit less back-seat space and—pending final production tuning—maybe a skosh less refinement. The Fusion is clearly its closest rival, and I’d guess Chevy and Ford are where much of the 200’s anticipated market-share increase will come from. I’d also wager that said gains will now be earned on the car’s merits, not on hail-Mary Super Bowl ads.

Semi-OT (ma neanche poi tanto).

A Termini Imerese la lastratura non c'era, vero?

Si limitavano ad assemblare?

Si.........che io sappia, niente lastratura, solo assemblaggio