Chrysler Aspen Interior Review
On first impression, the interior looks classy in its materials selection, presentation and packaging. On closer examination, however, and after some quality time spent experiencing its quirks and nuances, some of that initial luster fades.
The satin-finish metal accents and wood-like trim give the interior an elegant touch, as does the silver-ringed, old-fashioned style clock tucked into a recess in the top-center of the dash. The woodgrain looks better than it feels, however, as do the expanses of textured plastic panels, which are hard to the touch and replete with seams that pose threats of squeaks and buzzes as the miles rack up. Where there's padding, it's noticeably thin. The symmetry of shapes and simplicity of features and controls for the stereo, air conditioning and navigation systems are pluses that partially counter some of the questionable elements.
The front seats are supportive, with adequate bottom and side bolsters for the Aspen's intended use. The fabric upholstery is more comfortable than the somewhat stiff leather. The pivot point for the front seatbacks' recline is positioned above the seat bottom, much like the seats on those regional commuter jets; reclining in the seat requires sliding one's posterior forward on the bottom cushion, effectively shortening the seat bottom and reducing thigh support.
The laid-back windshield pushes the dash, and with it the steering wheel, close enough to the driver that the adjustable pedals are strongly recommended. The adjustable pedals will permit short-stature drivers to sit far enough from the steering wheel to maintain the recommended safe distance from the steering wheel airbag. And the dead pedal against which drivers might want to brace their left foot while navigating sharp turns is somewhere up near the front bumper and useless for anybody not as tall as, say, Lebron James.
The low roofline limits visibility from the inside. The tinted rear glass enhances the image on the rear-seat entertainment system's drop-down video screen, but limits the driver's view somewhat. When deployed, the rear-seat video screen reduces visibility through the rearview mirror.
Second-row legroom trails the competition (Ford Expedition, Chevy Tahoe, GMC Yukon, Nissan Armada, Toyota Sequoia) by one to four inches. Knee room for back-seat riders is cramped when the front seat is comfortably positioned for a 6-foot driver. Getting in and out of the second row is easy. The back doors swing open a welcoming 84 degrees and leave space enough in their lower reaches for all but NBA-size shoes.
The third-row seats compare well with the competition. The flop-and-flip second-row seats make access to the third row easy. In headroom, the Aspen's back row tops all but the Sequoia. Its legroom handily bests all but the Expedition. Hip room and foot room in the third row is relatively tight, however, especially in the center position, the automotive equivalent to the center seat in the back of a plane.
Cargo space is plentiful. With the third row folded, the Aspen's 68.4 cu. ft. of cargo tops the competition. Fold and flip everything behind the front seat and the Aspen's 102.4 cu. ft. is average when compared with the other full-size SUVs.
Cubby storage is about par for the class. Each row of seats gets at least two cupholders. The front doors have fixed, hard plastic map pockets. The backside of the driver's seat has a pouch for magazines. The glove box is adequate, but the undamped door can crack the shins of an unwary front passenger. The front center console lid is hinged on the right-hand side, making access difficult for the front seat passenger.
Aspen has imported some features from the German side of the DaimlerChrysler family. One is tip start, which requires only a twist and release of the key to start the engine. Another is a one-touch lane-change function on the turn signals, where touching and releasing the lever produces three blinks of the turn light. The third is an option in the driver's personalization settings that turns on the windshield wipers whenever the headlights are on, a useful feature for drivers living in states where that's required by law.
Chrysler Aspen Road Test
The Chrysler Aspen rewards the driver with hearty mechanical sounds from the engine compartment, prompt throttle response, solid gear shifts and thoroughly competent brakes.
Ride and handling are average. The Aspen is tall, heavy and narrow. The ride tends to the springy end of the scale, and the Aspen loses composure around curves. The available 20-inch wheels with fatter tires stick better than the base model's taller tires and 18-inch wheels at the price of a slightly harsher, but no less bouncy, ride.
Chrysler has upgraded the 4.7-liter V8 for 2008, boosting it from 235 horsepower and 300 pound-feet of torque to 303 hp and 330 pound-feet of torque. The 4.7-liter does a better job of moving the Aspen than the old version, but it still struggles to provide passing punch in this heavy SUV. With the 4.7-liter V8, the Aspen can pull up to 5900 pounds.
The 5.7-liter Hemi moves the Aspen well from a stop and provides decent passing power, but it runs out of breath on the far side of 80 miles per hour. However, the torque rating promises it can pull 8900 pounds.
Neither engine is frugal. Thanks to Chrysler's Multi-Displacement System, which shuts down four cylinders when they're not needed, the Hemi gets slightly better fuel economy than the 4.7, at 13 mpg City and 19 Highway for 2WD models vs 13/18. Those numbers may be unappealing given today's high fuel prices, but they match those of truck-based large SUV competitors.
Towing trailers long distances should be eased by a feature Chrysler calls Trailer Sway Control. This system senses trailer sway and employs the electronic stability control to apply tiny amounts of brake pressure selectively to individual wheels and to reduce engine torque to counter trailer-induced yaw. We haven't hooked a trailer to an Aspen, but the concept is logical and impressive and we'd assume it works as intended.
If you don't intend to tow with your Aspen, you may wish to consider one of the new generation of seven-passenger crossover SUVs. These vehicles offer better ride and handling characteristics, as well as improved fuel economy, with the same type of cargo capacity.
Chrysler Aspen Lineup
The 2008 Chrysler Aspen is available as only the Limited model. The Limited 2WD ($32,005) and Limited AWD ($34,880) come standard with a 4.7-liter V8. Chrysler's 5.7-liter Hemi V8 is optional with 2WD ($795) or AWD ($990). The all-wheel drive system has a two-speed transfer case with low-range gearing.
Standard features include front and rear air conditioning, tilt steering wheel, cruise control, Yes Essentials anti-stain and odor-resistant fabric upholstery, front bucket seats, 8-way power driver seat, reclining second-row 40/20/40 split folding seat, third-row 60/40 split folding seat, heated power mirrors, power windows, power door locks, remote keyless entry, Alpine AM/FM/CD/MP3 stereo with four speakers and steering wheel-mounted audio controls, auxiliary input jack, Sirius satellite radio, universal garage door opener, automatic headlights, theft-deterrent system, fog lights, roof rails, and 265/60R18 on/off-road tires on alloy wheels.
All-wheel drive models come standard with the power rear liftgate.
Options start with a Quick Order package for 2WD ($4270) and AWD ($3785) that includes dual-zone automatic climate control, leather upholstery, heated front seats, four-way power passenger seat, power-adjustable pedals, memory system (driver seat, mirrors, pedals), Chrysler's MyGIG Entertainment System with hard-drive radio, rearview camera, power-folding mirrors, auto-dimming driver side and rearview mirrors, floor mats, laminated door glass, running boards, and 265/50R20 tires on chrome alloy wheels; the package for the 2WD model also gets rear obstacle detection and the power liftgate. The Popular Equipment group for 2WD ($1125) and AWD ($600) has rear obstacle detection, power-adjustable pedals, remote engine start, and running boards; the 2WD also gets the power liftgate. The Popular Equipment group II ($1405) has a rear DVD entertainment system, remote engine start, and Chrysler's UConnect wireless cell phone link. A Trailer Tow group ($575) adds special axle ratio (with 5.7-liter V8), heavy-duty engine and transmission cooling, skid plates (AWD), Class IV trailer hitch, and a wiring harness.
Chrysler's MyGIG Entertainment System ($1055) is new for 2008. It includes a 6.5-inch touch-screen and a 20-gigabyte hard drive to hold songs and pictures. It includes Sirius satellite radio, rear obstacle detection, rearview camera and UConnect. The hard-drive radio is also offered in the MyGIG Multi-Media Infotainment System ($950), which adds a navigation system with real time traffic and voice activation. It is only available with the Quick Order package, and UConnect is also included.
Also available are leather upholstery ($780), heated front seats ($250), heated second-row bucket seats ($950), a sunroof ($850), rear DVD entertainment ($1295), remote engine start ($185), and accent-color running boards ($445).
Safety features include front multi-stage airbags and head-protecting curtain side airbags that cover all three seating rows and are programmed to activate in the event of a rollover. Missing, however, are front side airbags that protect the torso in side crashes, a feature increasingly common on cars and SUVs. The second-row seats have child safety seat anchors and tethers (LATCH), but the third row doesn't. Traction control, which limits tire spinning in slick conditions, is standard. The electronic stability program, which attempts to keep the vehicle from spinning out, is augmented with a rollover-sensitive algorithm, which extends deployment duration, and Trailer Sway Control, which applies individual brakes to keep the vehicle on its intended path when towing. Electronic brake-force distribution, which optimizes front-to-rear brake application in emergencies, comes standard along with brake assist, which ensures full braking performance in a panic stop. A tire-pressure monitor signals when tires are low on air. Rear obstacle detection is standard on all-wheel drive models. A rear backup camera is optional.