Chrysler Aspen

A 300C for SUV Lovers?

Talk about late to the party. This SUV didn't even show up in the right decade let alone in time for cocktails and hors-d'oeuvres.

The Aspen isn't just late for the party, it's last call. (Photo: Trevor Hofmann, Canadian Auto Press)

Truly, it seems to be last call in the full-size SUV segment, with most buyers in this class looking to car-like crossovers instead of traditional, body-on-frame four-by-fours.

So, is there a place for Chrysler's new Aspen amongst the likes of GMC's Yukon and Ford's Expedition? That's a tough call, being that buyers of large SUVs tend to be a loyal bunch, but considering the Aspen targets Cadillac Escalade and Lincoln Navigator buyers with an interior that's about as upscale as domestic sport utilities come, and does it for entry-level brand prices, well, there might be room after all.

Timing is everything, though, and while the Aspen might have seemed like a good idea four years ago when the Chrysler designers, engineers and product planners put the wheels in motion, they couldn't have imagined today's high fuel prices and the resultant decline in interest in this class.

On the other hand, it wasn't like they had to start from scratch. Underneath the heavily chromed Chrysler body work is a Dodge Durango, easy to see from its familiar side profile. And come to think of it, the very fact

Can you see the Durango in the Aspen's greenhouse? (Photo: Trevor Hofmann, Canadian Auto Press)

that the Aspen is based off of the popular Dodge just might be what gives it an edge up on its competition. After all, the Durango is smaller than its main rivals, the Tahoe/Yukon twins and the Expedition, not to mention the Toyota Sequoia and Nissan Armada, yet it can do most anything these larger, more cumbersome and thirstier alternatives can with greater efficiency. Maybe Chrysler's on to something here.

With regards to its donor vehicle, there's certainly much that's different when putting it side by side with Chrysler's latest. Pretty well every body panel, from its big chrome grille to its large, slightly rounded headlamps and unique front fenders is new. Its rear end design is different too, with more than just a big, wide Chrysler logo fixed to the

The Crossfire-inspired hood-strakes are truly unique in the SUV segment. (Photo: Trevor Hofmann, Canadian Auto Press)

liftgate. Most noticeable are the taillights, not featuring the Jeep Liberty-like lenses that the Durango adopted, but rather more classically designed, rectangular lamps.

While Chrysler dubs it the "300 of SUVs", the Aspen doesn't quite measure up to that car's daring road presence, and therefore probably won't be snatched up as quickly by the rap stars and sports personalities for tuning purposes. No, the SUV of choice for this crowd is Cadillac's Escalade. The Aspen is more likely to become a conveyance for the trailer pulling retiree or mature professional with older children, its classy styling fitting into the clique that has already gravitated towards the Pacifica crossover. Still, those Crossfire inspired strakes that run the length of the hood are pretty radical, and give the Aspen some unique presence all its own.


Likewise, my tester's optional 20-inch chrome plated alloy wheels were pretty bling, matching the grille, of course, the thick swab of chrome that runs down the side and meets up with more chrome at the back, plus the chrome

I didn't expect the blue LED overhead spot lights... very nice. (Photo: Trevor Hofmann, Canadian Auto Press)

mirror caps, chrome bumper trim, and... well... there's chrome almost everywhere, and more inside.

When I first stepped up and into this particular vehicle it was at night, and I was greeted by soft blue-toned LED lights unlike any other SUV I've experienced this side of Land Rover's six-figure Range Rover. On that note, the Aspen's interior quality might not be as top-grade as the British-brand's top-line model, but then again few luxury cars can match that as it is, still the Chrysler's environmentally friendly woodgrain is gorgeous, satin finished metallic surfaces divine and interior plastics almost entirely of the soft-touch variety... very, very nice. Items like this analog clock suit the dinner club atmosphere to a T, and there's more features than most people will ever use.

While

What an interior! Chrysler didn't hold back on leather, satin-finish metallic trim or faux wood, plus the plastics quality is very good. (Photo: Trevor Hofmann, Canadian Auto Press)

this top-of-the-line Limited model, the only version sold in Canada, is covered in soft, leather with suede-like inserts on the seats, you can actually get it with two-tone mid-grade leather in the U.S., or also south of the border, as a base model with an easy-care, soil resistant anti-microbial fabric called YES Essentials.

At first glance the Aspen's dash design doesn't look all that different from the Durango's, but there are some significant variances. For instance, the similarly shaped instrument binnacle only caps the gauge package with the new Chrysler, while arcing all the way across the centre stack in the Dodge. This allows for a modified centre stack, the Aspen's alternatively reaching up and over the top of the dash. Is it more elegant than the Durango's? Not necessarily, at least if you were to strip away the wood and metal trim. But such features come standard with the Aspen, giving it a more upscale appearance than Dodge's large SUV.

While checking out the second row seats I noticed a few upscale features that will be sure to delight backseat drivers as well, like second-row seat heaters to complement a separate temperature controller for rear passengers,

Volume and station preset controls are behind the steering wheel spokes, for intuitive action. (Photo: Trevor Hofmann, Canadian Auto Press)

attached to the rear of the centre console, that actuate heat or the air conditioning through vents in the roof.

As expected in this class are steering wheel-mounted audio controls, but like with all Chrysler's these are among the best in the industry due to being situated on the rear sides of each upper steering wheel spoke, leaving the front sides less cluttered and thus allowing for easier, more natural actuation while the hands are properly positioned at 9 and 3 o'clock on the wheel. Cruise control buttons, which are normally used less often, neatly fit into the front of each top spoke.

Those buttons connect through to what is an easy to use infotainment interface boasting an AM/FM radio plus an integrated six-disc CD changer that pumps sound through an eight-channel, 368-watt amplifier with two channels driving an eight-inch separately enclosed sub through eight Alpine speakers, featuring theater-style surround-sound if hooked up to the optional DVD entertainment system. The roof-mounted swing down screen is smaller than some in this segment, but the system is well designed with a remote control nestled above the screen when closed,

Ideal for two-prong appliances... but not my laptop. (Photo: Trevor Hofmann, Canadian Auto Press)

RCA plugs for external devices and all the controls any kid could want to play around with at the rear of the unit. Speaking of plugs, there isn't one for an external audio device, such as an iPod, although SIRIUS Satellite radio is available. While Chrysler should get kudos for taking satellite seriously (ouch, that was a pun of the lowest order), there's really no possible excuse leaving out the auxiliary jack. At worst Auburn Hills could have rigged something makeshift like Dearborn did with its new Expedition, an ugly but functional add-on positioned on the lower half of the centre console. Instead, we're left to burn CDs of MP3s or use store-bought CDs... who does that anymore? On the positive, Chrysler did think to include a 115-volt two-prong power outlet at the backside of the centre console. I'd need to buy an adaptor or drill out a hole for my three-prong laptop, but it's the thought that counts, right? Better yet, Chrysler scores a homerun thanks to including voice-activated UConnect for Bluetooth-equipped cell phones and PDAs.


A glass sunroof is optional, with controls integrated into a roof-mounted console that also features a button for the power liftgate and universal garage door opener. Included as optional

Analog clock adds a touch of class. (Photo: Trevor Hofmann, Canadian Auto Press)

equipment in this overhead interface is an Electronic Vehicle Information Center (EVIC), providing owner-programmable features, such as audio and security settings, as well as access to the trip computer, compass and outside temperature information.

In the U.S. the Aspen gets Chrysler's 4.7-litre V8 in base trim, with its near class-dominating (GMC's Yukon Denali delivers more power for much more money, mind you) cylinder-deactivation-equipped 5.7-litre HEMI V8 featuring 335-horsepower and 370 lb-ft of torque being optional. Here in Canada the HEMI is standard, and after spending a week in my test vehicle I couldn't see how you'd want it any other way. Its MDS cylinder-deactivation

No excuses HEMI is cleaner than most five-year old economy cars and better on fuel than you might think. (Photo: Trevor Hofmann, Canadian Auto Press)

makes the engine as thrifty as large V8s get (meeting LEV1 emission requirements in CA, NY, MA, ME and VT,  while managing Tier 2, Bin 10A requirements in the remaining states), and the gargantuan torque released when the pedal hits the floor (negating any benefits of the cylinder-deactivation system, of course) launches the big SUV forward with an authoritative thrust, feeling almost like it's spinning all four wheels when set to all-wheel drive high mode... not really the case, however.

On that note the Aspen offers the best of both worlds when it comes to traction. While it's a real 4x4, with a four-wheel drive low gear ratio that'll allow you to take it out on some really nasty backcountry trails and come back in one piece... although I wouldn't

Who would buy this thing without the optional tow package? (Photo: Trevor Hofmann, Canadian Auto Press)

want to scratch up the fancy paintwork or those gorgeous chrome rims... it defaults to full-time all-wheel drive for distributing even torque to every wheel during dry or slippery conditions.

Being that this will be a popular vehicle for those with large trailers, Chrysler has included the same "Tow/Haul" transmission function that comes with the Durango, which holds lower gears longer and therefore, reduces annoying gear hunting. The smooth operating five-speed transmission also automatically selects a lower gear for engine braking when loaded and going downhill. Altogether the Aspen can manage a Gross Vehicle Weight Rating of 3,039 kilos or 6,700 lbs, and a max towing capacity of 4,060 kg or 8,950 lbs.

While Chrysler's new SUV isn't small, at just a tad shorter than Chevy's new

Hardly lightweight compared to a compact car, the Aspen is still significantly ighter than the Tahoe or Expedition. (Photo: Trevor Hofmann, Canadian Auto Press)

2007 Tahoe or Toyota's Sequoia, it's about half a foot shorter than Ford's regular length Expedition. It's a bit narrower than this group of SUVs too, and slightly lower to the ground when comparing overall height, not to mention about  225 kilos, or 500 lbs lighter than the Tahoe and weighing in at or 360 kilos, or 800 lbs less than the Expedition. Its wheelbase, however, is a bit longer than all of them, which is why its third row of seats is pretty decent for regular sized adults. Yes, I climbed back there and it's down right comfortable, with room for my shoulders, a spot to rest my outward elbow and ample head and legroom. This is a true seven-occupant SUV, no excuses. So I suppose I can now believe Chrysler when it states that the Aspen has more passenger room than any vehicle in the class.


It also enjoys the most voluminous cargo are in the class, equaling 538 litres or 19.0 cubic feet behind the third row, 1,900 litres or 67.3 cubic feet behind the second row, or if all seats are folded

Power liftgate opens up to massive cargo hold. (Photo: Trevor Hofmann, Canadian Auto Press)

flat, 3,070 litres or 102.4 cu-ft behind the driver and front passenger, all accessible via a standard power liftgate. The second row buckets don't only fold forward to make room for gear, but their seatbacks recline by 11 degrees to provide a more relaxing environment and make viewing the entertainment system easier on the neck.

With a 12.2-meter or 39.9-foot turning circle the Aspen is also fairly maneuverable in tight spaces, but I have to admit to liking it best on the open road where its coil springs and time-tested live rear axle soak up dips and bumps with grace and composure while managing corners with reasonable confidence. When really

The Aspen's 20-inch chrome alloy rims look fabulous, and also do their part in road-holding. (Photo: Trevor Hofmann, Canadian Auto Press)

pushing it down a curvy stretch of two-lane highway near my home, in a fairly hairy downpour I might add, it felt a little on the unwieldy side, especially over uneven pavement, but this is par for the course with traditional truck-derived SUVs. And in the same vein, being a large, domestic sport 'ute plus a Chrysler to boot, the Aspen is ultra-smooth over most any road surface, which, as I'm settling into middle age, is more enjoyable day-in and day-out than extreme road-holding.

I should mention that during this exhilarating nighttime drive I was reassured by Chrysler's standard Electronic Stability Program, that incidentally I actually felt hard at work on a number of occasions (like I inferred, I was making the HEMI sing), pulling the rear end back inline after the rear tires kept sidestepping toward a long, foreboding cliff. Also confidence inspiring, the Aspen gets a tire pressure monitoring system that automatically checks for correct and even tire pressure, as the name implies, while less critical but still appreciated, its ParkSense rear back-up system made light work of reversing such a large vehicle.

The Aspen's long list of safety and security features include ABS brakes with Brake

Comfortable seats are also fairly supportive. (Photo: Trevor Hofmann, Canadian Auto Press)

Assist, a child seat anchoring system with LATCH for easily securing new-style safety seats, an energy absorbent steering column, Electronic Roll Mitigation, side-curtain airbags, side-thorax airbags and, of course, dual front advanced multi-stage airbags. I suppose its power adjustable accelerator and brake pedals might be considered safety oriented too, considering they help shorter or taller drivers optimize the position of their bodies, so that they can maintain better control. No matter whether safer or not, they certainly made me more comfortable and together with the supportive seats, made me feel like I was ensconced in the lap of luxury.

Getting back to where I started, I'm not going to try and speculate as to whether the timing for a new full-size SUV is ideal, but I can attest that Chrysler's done a very good job with its new Aspen. It looks rich, is comfortable and enjoyable to drive and comes equipped with a full slate of luxurious goodies. No doubt, a select group of buyers won't be able to pass up its solid value proposition, especially once they get inside and see how beautifully appointed it is.


I certainly was impressed when I first climbed into the driver's seat and became even more enthralled when I stomped on the throttle, so I can appreciate

Chrysler's first SUV might be late to the party, but it certainly is impressive. (Photo: Trevor Hofmann, Canadian Auto Press)

why someone would want to step up to a large, powerful SUV like this. Then, factor in that an almost fully-loaded Aspen Limited can be had for less than $50,000, when similarly equipped luxury 'utes cost tens of thousands more, well, comprehending just how the Aspen is going to fit into its shrinking market segment starts to make a lot more sense. I mean, it doesn't take a MOGS (Master of Oil and Gas Studies) degree to figure out that ten to twenty grand will buy you a lot of crude. In fact, if you're planning on spending more on a luxury SUV for towing your boat or camper, you should check the Aspen out first. I think it'll measure up to all of your expectations of what a premium sport utility should deliver, and then some.

Specifications:

• Price Range (est. MSRP): $49,995 - $55,305 
• Body Type: 5-door SUV, hydroformed ladder frame
• Layout: front engine, AWD / 4WD
• Engine: 335 hp, 370 lb-ft of torque, 5.7L (345 cu in), OHV HEMI V8
• Transmission: 5-spd auto
• Brakes (front/rear): disc/disc, ABS
• Curb Weight (est.): 2,328 kg (5,133 lb)
• Seating Capacity: 7
• Cargo Volume: (behind 3rd row / 2nd row / 1st row): 538 / 1,900 / 3,070 L (19.0 / 67.3 / 102.4 cu-ft)
• Ground Clearance (rear axle): 221 mm (8.7 in)
• Towing Capacity: 4,060 kg (8,950 lbs)
• Gross Vehicle Weight Rating (GVWR) of 3,039 kilos (6,700 lbs)
• Fuel Economy (est.): 16.8 / 12.4 L/100 km (14 / 19 U.S. mpg)
• Emissions: LEV1 in CA, NY, MA, ME and VT, and Tier 2, Bin 10A in remaining states
• Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
• Direct Competitors: Cadillac Escalade, Chevy Tahoe, Dodge Durango, Ford Expedition, GMC Yukon / Yukon Denali, Jeep Commander, Infiniti QX56, Land Rover LR3, Lexus GX 470, Lincoln Navigator, Nissan Armada, Toyota Sequoia, Volkswagen Touareg, Volvo XC90
• Web Site: www.chrysler.ca