The Truth About Cars » ram 1500 http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Sat, 13 Dec 2014 13:01:10 +0000 en-US hourly 1 http://wordpress.org/?v=4.0.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » ram 1500 http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Coast to Coast 2014: Final destination Los Angeles and Final Albert Review http://www.thetruthaboutcars.com/2014/12/coast-coast-2014-final-destination-los-angeles-final-albert-review/ http://www.thetruthaboutcars.com/2014/12/coast-coast-2014-final-destination-los-angeles-final-albert-review/#comments Wed, 10 Dec 2014 16:13:35 +0000 http://www.thetruthaboutcars.com/?p=958025 Albert made it to Hollywood * You can see all the USA Coast to Coast Reports here! * This is it! After 5.722 miles or 9.209 km Albert and I have made it across the United States of America from Coast to Coast and have arrived in Los Angeles. This is the final instalment in this Coast to […]

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Albert Hollywood 3Albert made it to Hollywood

You can see all the USA Coast to Coast Reports here! *

This is it! After 5.722 miles or 9.209 km Albert and I have made it across the United States of America from Coast to Coast and have arrived in Los Angeles. This is the final instalment in this Coast to Coast series. It features Los Angeles car landscape and impressions, a final long-term review of Albert and my Top 10 highlights of the trip.

Los AngelesNearly there…

The drive from Palm Springs to Los Angeles is supposed to be a breezy 2 hours, which rapidly escalated to 4 hours due to a gigantic highway traffic jam before and upon entering I10. I know some of you suggested to take the Palms to Pines Hwy (74) straight to the Pacific Ocean for a much more enjoyable experience however we opted for the (supposedly) fastest way as we were running out of time and daylight for Santa Monica Pier snaps before returning Albert the day after. Well to tell you the truth I still wish we took the Palms to Pines option because we ended up taking as much time to reach Santa Monica Pier on the excruciatingly boring I10. Oh well, next time…

Albert Santa MonicaAlbert posing next to Santa Monica Pier

Move over Texas, California is where drivers are truly reckless, whooshing past on the right lane at over 100mph. To their credit though, Californian drivers ended up being very predictable in their recklessness, and provided you expect everyone will drive 20mph above every indicated speed limit, it is actually possible to weave through the traffic at high speed driving a full-size pickup truck, an object getting rarer and rare as we approach Los Angeles.

Santa Monica 1The Pacific Ocean at last

I won’t deny it, I got a little emotional when I spotted the Pacific Ocean for the first time approaching Santa Monica Pier. You don’t realize it, but the USA is a very large country and even though I took a much longer route than I could have (but also I believe much more interesting). Can’t help but think of the first Western pioneers travelling on horsecarts in constant danger of being attacked by hostile Native American tribes. Well done you guys. Or maybe I have it all romanced in my head, having watched too many Western movies.

Los Angeles 2Everyday traffic in Los Angeles CA

Back to reality in LA which is, I’d rather be honest for a minute, just one big fat and endless traffic jam. Take a wrong turn to a different interstate and by the time you turn around and find your way back in stalled traffic, even if you take the first exit humanely possible, you’ve just lost 45 minutes right there. For those of you readers who live in LA: I simply do not know how you do it.

Honda Insight Los AngelesHonda Insight in Hollywood Hills, Los Angeles CA

Squeezing Albert through the tiny (one way?) uphill streets of Hollywood Hills in order to find the perfect spot for his selfie enabled me to discover how Hollywood stars, producers, filmmakers and reality TV personalities (can’t use the word star here) spend their money, but also how faithful they are to their first hybrid love. Proof: this first generation Honda Insight papp’ed above. As a reminder the Insight was the first hybrid car to go on sale in the US in December 1999 – 6 months before the Prius.

Toyota Corolla Los AngelesToyota Corolla in Hollywood Observatory, Los Angeles CA

Unsurprisingly, Los Angeles – and in particular the Hollywood area – is the kingdom of Toyota Prius. They are absolutely everywhere and seeing 3 of 4 in a row in traffic is a common occurrence. After all, it’s Hollywood actors such as Leonardo DiCaprio, Cameron Diaz, Sandra Bullock, Natalie Portman, Orlando Bloom or Julia Roberts that essentially did all the advertising for this car, so nothing more logical than seeing it plastered at every street corner in Hollywood. The Prius family (also including the Prius c small hatchback and Prius v MPV) is logically the best-selling nameplate in California. True to form, the Honda Civic and Toyota Corolla are also very common in Los Angeles as their respective California state rankings (#2 and #5) indicate. The full Californian Top 10 best-sellers were published here.

But let’s beat around the bush no more – I know a lot of you have been eagerly anticipating Albert’s final review.

So here goes…

Albert Hollywood 1

Albert great

The truck we all know as Albert by now is a Ram 1500 ecoDiesel Tradesman Crew Cab 4×4 Model Year 2014. This is the lowest trim level in the Ram Pickup range. All-in-all and I will say this in all honesty, I have been extremely impressed with Albert. This was the first time I got to drive a full-size US pickup truck over a long distance and I was expecting a laborious drive at best. Turns out, the Ram 1500 combines features from a spacious passenger car, some of the convenience of an MPV, the off-road abilities of a crossover and the practicality of a pickup truck. The best of all worlds? Quite possibly so… Here is what I particularly liked about Albert.

30 mpg

FUEL ECONOMY

  • Reaching a 30 mpg average over thousands of miles – even for a short time after a particularly long highway drive – was in my view the most impressive feat Albert achieved during this Coast to Coast trip. The EcoDiesel 3.0L V6 engine is just perfect for this type of vehicle and trip, in fact it makes you wonder why other manufacturers haven’t launched diesel variants for their base full-size pickups yet.
  • Albert’s fuel economy gauge (below the average) updates in real time, and this is a great way to influence it once you digest what triggers it to go up and down as you drive (Essentially driving as smoothly as possible on the highway). Not rocket science but seeing the instant fuel economy vary second by second is a great way to keep you honest – in a less guilty way than the Prius does.
  • Albert’s final fuel economy over the entire trip stood at an excellent 26.2 mpg over almost 6.000 miles. Had I not spent hours stuck in traffic in both LA and New York it would have been even higher, but I guess that brings the ‘city’ mileage into the combined equation and keeps the average realistic. 26.2 mpg combined is outstanding for this type of vehicle and confirms the Ram really is the most fuel efficient full-size pickup around. These figures are actually markedly better than the official EPA fuel economy figures advertised for this specific 1500 EcoDiesel 4×4 model: 27 mpg highway, 22 mpg combined and 19 mpg city. It is also way better than the equivalent all-new 2015 Ford F-150 4WD models: the ecoboost 2.7L gets 23/18/20 mpg highway/city/combined and the 3.5L gets 23/17/19 mpg.

8. Albert New Mexico

HIGHWAY PERFORMANCE

  • This is one of the areas where I had the least expectations for Albert, in fact I was a little sceptical of how comfortable and/or enjoyable a full-size pickup ride would be on thousands of miles of highway, day in, day out. When I set out on this Coast to Coast trip a few of my automotive press colleagues raised eyebrows asking why oh why did I not opt for a sexier ride like a Ford Mustang. My motivation was simple: I wanted to cross the country in a quintessential American vehicle, and the Mustang ticks that box – granted, but one that defines America’s tastes in vehicles like no other. No other country in the world worships full-size pickups like the US and Canada do. In one word, what makes American consumers different to the rest of the world is those pickups. The Ram 1500 being the fastest-growing pickup in US sales in 2014, it was the perfect choice. I was prepared to sacrifice driving pleasure to experience what the majority of Americans do when they roll their full-size pickup truck around. And the truth is I didn’t have to sacrifice much, or anything for that matter.
  • The 3.0L EcoDiesel V6, on top of being very frugal, has also been set up to not let you down when you need it most. The best example of this happened on Californian highways before hitting standstill in downtown Los Angeles. After being stuck in a gigantic traffic jam on the highway, I had to reach LA before the last sunset of the trip to ensure optimal photo exposure. So for two hours I needed to weave through fast-moving yet heavy traffic as fast as physically possible, flirting with speed limits and changing lanes every 10 seconds or less to be sure to advance to the next inch of free highway space as effectively as possible. A good way to test Albert’s psycho driving skills.
  • Californian drivers, in their regimented recklessness, allow this to happen by keeping traffic fluid but most importantly I am happy to report that no other vehicle was able to link Palm Springs to Los Angeles faster than Albert on that stretch of road while keeping within the limits of the law. The engine and its 8-speed automatic transmission responds without delay when called upon to overtake suddenly, giving you torque when and where you need it. Very reassuring and to my view very satisfying for a vehicle of this weight.
  • Pushing Albert above 100mph in New Mexico did not transform the cabin into a whirring, shaking hell in the least. In fact Albert swallowed the increasing speed levels very stoically indeed. Engine noise is (somewhat disappointingly – I miss the gargling diesel sound) kept to a very low level at all speeds: driving at 60 or 110mph brings almost no difference. Certainly not what I expected from a diesel pickup. Pleasantly surprised.
  • When not in need of nervous driving, the Ram 1500 can easily slot itself into a very precise cruise control you can adjust to the mile and that returns to the pre-set figure once you have accelerated to pass a slower vehicle. A standard ‘set and forget’ system common on most vehicles today but a welcome addition to a set of features that made driving Albert on the highway for 6.000 miles a total breeze. Among them also: an ergonomic driver seat that left me with no back pain even after many stretches of 8-hour drive days in a row. You don’t know my back, but it’s still thanking Albert as we speak.

Albert Charleston

CITY DRIVING

  • Taking the wheel in Uptown Manhattan NY on the first day Albert was delivered to me was daunting. The width of the truck and the tiny, double-parked-to-the-brim one way streets did not seem to agree with each other in the least at the start. For the first couple of minutes only though. Very responsive commands and efficient power steering make Albert extremely manoeuvrable and very predictable in its movements.
  • So much so that once used to the enormous size of the vehicle, reverse parking becomes an effortless manoeuvre you could almost achieve with one thumb on the steering wheel (almost). Although I do consider myself a reverse parking ace thanks to very smart French driving school instructors in my youth, I have to admit I didn’t expect Albert to be more nimble than my mom’s good old tiny Peugeot 206. And it was.
  • Driving Albert in America (even in cities) gives it what you could call an unfair advantage as U.S. roads and streets are for the most part built to accommodate this type of pickup truck’s turning circle, however it does work. U can U turn in one go on a majority of roads.
  • Finally as a confirmation of the very low cabin noise review on the highway, you have to prick up your ears to hear the engine when stopped at a traffic light. Stepping out to snap pictures on a busy Manhattan street, it is impossible to guess whether the engine is running or not.

3. Albert Death Valley 1

SUSPENSION AND HARSH CONDITIONS DRIVING

  • A bout of late-night driving in a particularly weakly-lit suburban Dallas street resulted in Albert having a forced speed date with a sizeable middle-street sidewalk: after the initial surprise, the truck’s suspension absorbed the change of terrain admirably and forgave my mistake to the point where the passengers hardly noticed.
  • Admittedly I didn’t push Albert into truly harsh 4WD driving as Monument Valley’s unsealed and sometimes abrupt drive was as close as it came to being unleashed in the wild. Still, it did the job as a willing workhorse would: flawlessly.
  • Albert hardly noticed we ventured into Death Valley. It seemed he was made for this type of harsh climate, and the climb to Coffin Peak was not even sanctioned by heavy engine cooling panting at the end. Nup, silent. Content. Impressive.
  • Unfortunately I did not have the opportunity to test Albert’s towing capabilities during this trip, however the next US trip will definitely correct this.

Ram 1500 ecoDiesel Albert gearbox

SPACIOUS, NO NONSENSE INTERIOR

  • At $35.805 base price and $40.495 for the model I have driven, Albert is a lot of truck for the money. Two tall adults could easily fit in the truck bed and sleep there for the night. But where I was clearly surprised to find that much space was inside. Albert is a Crew Cab meaning the equivalent of a large passenger car inside, with a truck bed stuck on the back of it. I wasn’t the only one impressed by interior space: showing Albert’s back row to a few moms along the trip raised more than a few eyebrows. Plenty of leg space both at the front and back added to Albert’s extensive width and a middle front seat folding back means you can fit 6 people quite comfortably in this base Ram.
  • Call me stupid but somehow I am used to having a trunk in which to hide my luggage when I drive. Seeing the open truck bed when I took Albert’s keys I had a half-second of horror thinking my photographer would throw a sizeable tantrum at having to leave his $5.000 photo equipment bags for all to see on the back seats at each of our stops. Not to worry: the back windows are heavily tinted so you can store your luggage there without anyone knowing.
  • The dashboard and commands are simple but sufficient and intuitive for the most part. They may not be complete as as we’ll see further down but this is a functional truck to operate smoothly for sure. You can see a more detailed review of Albert’s commands here.
  • There were some clever bonuses that just put a smile on my face every time I used them. Having started to drive at a time where discmans were all the rage (the CD version of a walkman – if you were born after 1990 just ignore this), I just sigh with contentment every time I step into a car with a USB port. Simple pleasures I know. The gearshift rotary dial on the central console (pictured above) replacing the traditional shift lever on the steering column both freed leg space and made me very happy, as well as the coin holder located inside the central container and keeping Albert in touch with its Tradesman label, roots and target market. Finally the cup holders are both tight and flexible enough to unscrew any bottle with one hand while driving. Very handy indeed.

Albert back Death Valley

Albert improve

Some of these improvement points come from the fact that Albert is the very base Tradesman model and therefore has been optioned-out to the max. Still, I would have expected the below features to be included.

HEADLIGHTS

The Ram 1500 Tradesman Crew Cab 4×4 Spec sheet says one of the exterior features is Halogen Quad Headlamps. They are simply not strong enough and I found myself scrambling to action high beams while already being on high beams. Change the headlights if you buy one of Albert’s brothers.

COMMANDS

Although globally intuitive, there are a few missing elements in Albert’s commands. There are no volume and track rockers on the back of the wheel, which means you have to fiddle with the central console every time you want to change anything. It keeps your eyes away from the road for too long and could be fixed by actually adding a right control bar on the back of the wheel: at the moment there is only a left one. The GPS is also MIA, which is kind of a big deal when crossing the country. Luckily the Google Maps app of my iPhone was totally up to the task and the USB port kept it fully charged at all times.

HEAVY RAIN DRIVING

A caveat here is I drove Albert on arrival in Savannah GA in the worst stormy rain I ever got to drive in in my entire life (true story). Cars were literally stopped in the middle of the highway for lack of visibility, or driving off their lane without realising it. Heavy rain driving is my pet hate, and Albert’s wipers, even maxed out, were not fast enough to handle this type of weather which, based on the comments I got from the locals, seems to be rather frequent in that part of the country. High speed driving under heavy rain did not seem like a great idea either as the weight of the truck can mess with clean braking and the tail tends to wobble a little.

TRADESMAN LOOK

By this I mean Albert’s black front grille and bumper. I will confess I have spent the most part of the trip hesitating between liking this look and not liking it so much. And I still haven’t decided. It does make Albert appear rough around the edges and ready to rumble in a good way. Although I do love the chrome of his higher spec’ed brothers…

Albert Hollywood 2

10 highlights

I’ll finish this series by very subjectively selecting my 10 highlights of the trip, they are all linked to the corresponding reports, just in case you missed any of them. I hope you enjoyed the journey!

1. Elvis Presley museum in Memphis

2. Bourbon Street and jambalaya in New Orleans

3. Blue bird café in Nashville

4. Modern living in Palm Springs

5. Driving Albert through Manhattan

6. Majestic Monument Valley

7. Motel-ing it all through the trip

8. Art deco roadside stops along Route 66

9. Surviving Death Valley

10. Real America in Fort Worth – Texas

Stay tuned for more world travels!

The Photo Report continues below.

Matt Gasnier is based in Sydney, Australia and runs a car sales statistics website and consultancy: BestSellingCars which just celebrated its 4th anniversary.

Los Angeles street sceneColourful Los Angeles street scene

VW Beetle Los AngelesVW Beetle in Los Angeles CA

Nissan Sentra Los AngelesNissan Sentra in Los Angeles CA

Toyota Prius Los Angeles2 x Toyota Prius in Los Angeles CA

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Question Of The Day: Is SFE The Key To MPG? http://www.thetruthaboutcars.com/2014/08/question-day-sfe-key-mpg/ http://www.thetruthaboutcars.com/2014/08/question-day-sfe-key-mpg/#comments Tue, 05 Aug 2014 19:28:49 +0000 http://www.thetruthaboutcars.com/?p=882618 When we published the 2015 Ford F-150 order guide, we focused on the trim level changes (the FX4 and STX trims are gone, while the police-oriented SSV package is back) while forgetting three very important letters. SFE. On other Ford models, the SFE package is used to denote a high fuel economy trim – think […]

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2015_Ford_F-150_Pickup_Truck

When we published the 2015 Ford F-150 order guide, we focused on the trim level changes (the FX4 and STX trims are gone, while the police-oriented SSV package is back) while forgetting three very important letters. SFE.

On other Ford models, the SFE package is used to denote a high fuel economy trim – think the 1.0L Fiesta Ecoboost. As The Motley Fool’s John Rosevar found out, the volume XL and XLT trims of the F-150 will have an SFE package with smaller 17″ wheels, a special tonneau cover and the new 2.7L Ecoboost engine. The SFE trim will only be available in regular or SuperCab configurations, not the popular crewcab style.

Depending on how you look at it, Ford has two targets to hit. The Ram 1500 HFE, which is a V6 model with active grille shutters, start-stop and other technologies that provide incremental gains in fuel economy, can hit 25 mpg on the highway. The Ram 1500 EcoDiesel, which uses a diesel V6 engine, can get as much as 28 mpg.

If I were to place a bet, I’d say that Ford will go for broke and try to at least match the EcoDiesel. That would give their much-touted aluminum truck the em-pee-gee bragging rights in the entire segment. And from there, it’s only a matter of time before the 30 MPG truck arrives.

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Capsule Review: 2014 Ram 1500 Ecodiesel http://www.thetruthaboutcars.com/2014/07/capsule-review-2014-ram-1500-ecodiesel/ http://www.thetruthaboutcars.com/2014/07/capsule-review-2014-ram-1500-ecodiesel/#comments Thu, 17 Jul 2014 19:10:43 +0000 http://www.thetruthaboutcars.com/?p=868082 Although diesel and pickups go together smoothly in our minds, this is the first light-duty diesel-powered pickup truck available in our market since before I was born. I wasn’t born yesterday. The Ram to which I’ve been granted the keys over the last number of days features the enticing new 3.0L turbocharged diesel engine, but […]

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TTAC-2014_Ram-EcoDiesel-front (1)

Although diesel and pickups go together smoothly in our minds, this is the first light-duty diesel-powered pickup truck available in our market since before I was born.

I wasn’t born yesterday.

TTAC-2014_Ram-1500-EcoDiesel-Laramie

The Ram to which I’ve been granted the keys over the last number of days features the enticing new 3.0L turbocharged diesel engine, but it’s also a four-wheel-drive, Laramie-trimmed, crew cab-bodied pickup with a vast array of options.

It isn’t just a pickup. It’s a luxury limo, a work truck, a fuel miser, an all-weather traveller, a style statement, a secure vault, and a family car.

You don’t need your Ram EcoDiesel to be a $70,090 (CDN) Laramie model like the one Chrysler Canada sent me. A Quad Cab will perhaps suffice for those without rear-facing child seats. The V6 diesel is available in trims other than Ram’s high-end Laramie model. You won’t be required to tick off all the checkboxes on the options sheet. And though the new engine can take over a review, the Ram 1500 is good enough that the diesel isn’t the only positive part of the experience.

TTAC-2014_Ram-EcoDiesel-badging
The 240-horsepower V6 diesel generates 420 lb-ft of torque at just 2000 rpm. Not at all unlike other diesels, there’s still a moment of hesitation when the throttle is first applied, during which the owner of a Hemi-engined Ram will say to himself, “I ain’t sure she’s got enough pies in the oven.” Thankfully that moment is brief, and the swell of torque enjoyed when overtaking on a rural two-lane is something Pentastar Ram owners ought to try at least once.

The diesel doesn’t deserve full credit. It works in conjunction with an excellent 8-speed automatic. You’re always in the right gear, and the next gear is only a blink away. Together, they make for a tremendously refined powertrain. There’s a hint of dieselly clatter when manouevring in tight spots, back and forth in a nine-point turn. (Thank-you to the Elantra and Civic drivers in Herring Cove, Nova Scotia, who boxed me in. I needed my father’s help to direct me out, which wasn’t embarrassing at all in front of my wife and mother.) But overall, this diesel has been forcefully silenced with enough sound deadening to hush a crowd of guffawing fishermen.

Better yet, the Ram diesel doesn’t use very much fuel, not by pickup truck or even large crossover standards. In the real world, where I can fill the tank, measure the distance travelled, and then calculate consumption by re-filling the tank, the Ram used 13% more fuel than its onboard computer led me to believe. Yet at 20.1 mpg, in mostly urban driving, we used 9% less fuel than we did in a 5.3L V8-engined GMC Sierra tester last fall, and that Sierra was driven mostly on the highway. (We also used 16% less fuel in this diesel Ram than we did in the Pentastar V6 Ram last summer.)

Then again, for American customers, the EcoDiesel is a $2850 option on this Laramie model, over and above the Hemi V8 and $4000 more than the 3.6L V6.

The premium might not matter as much once you start driving the EcoDiesel, once you see how slowly the fuel gauge needle falls, once you solidify your long-held belief that Truck = Diesel. With our family of three in the cabin, a cooler full of sandwiches and chips and pop in the bed, and Ramboxes full of hoodies and blankets, we picked up my parents for a picnic on a hill high atop the ocean outside the city. But we were hardly consuming any fuel, relative to other pickup trucks, so without a moment’s thought we extended our journey from York Redoubt to three different coves and one little harbour.

That’s the kind of freedom that, once paid for on transaction day, diesel owners enjoy throughout the rest of their ownership period. You don’t convince yourself of the long-term financial benefits of a sunroof, and you shouldn’t need to establish the economic advantages of this diesel, either.
Regardless of the engine under the hood, Ram’s crew cab body, like the full-fledged four-doors from Ford and GM and Toyota, is huge inside. Stretch-out-your-legs huge. The bed is shortened, but the available leg room and under-seat storage is truly luxurious whether the seats are leather-clad or sheathed in cloth. It won’t be long until the feature count of a high-priced premium vehicle of today will underwhelm, but space will always equal luxury.

TTAC-2014_Ram-1500-Ecodiesel-Laramie-rotary-shifter
Two-tone paint, heated leather seating up front, dual-zone climate control, and Chrysler’s big 8.4-inch UConnect are key Laramie features. It also says Laramie three times inside and once outside. (This Laramie badging tags along with four “Ram” mentions outside and eight inside, the Ram logo which appears twice outside and once inside, and just two exterior “EcoDiesel” badges, both of which the truck-loving teens on our street felt were the exact opposite of truckish toughness.)
Our test truck, optioned quite nicely by Chrysler Canada’s PR department, included numerous expensive options, which in U.S. speak would cost $1295 (RamBoxes, which we used on a couple occasions for big grocery loads), $1695 (air suspension, which with 5 modes can be rather useful), $995 (power sunroof), $500 (leather buckets), $600 (side steps), and then more than $4000 in smaller options. Plus the diesel powerplant.

The seats won’t massage, the sunroof isn’t panoramic, there’s no blind spot monitoring or adaptive cruise or even a soft-opening tailgate. By the standards of $70,000 luxury cars, this is under-equipped. But it’s still luxury living, particularly when one considers the flexibility of the package.
I remain convinced that by a small margin, Ram offers the best-handling pickup truck lineup. This is most noticeable when encountering the expansion joints of an overpass mid-corner, where the Ram will feel perfectly normal and other trucks skitter, even if only a little. Yet by an equally small margin, the structure of GM’s new trucks feel stronger and more solid, and the overall sensation is of the superior work truck. (This sensation was clarified during back-to-back drives on an off-road course at an event sponsored by, yes, GM.)

We’re hair-splitting now though, and it would surprise me if the new F-150 isn’t the superior truck in most aspects. At least until the Ford’s competitors receive their own updates. And so the cycle goes.

TTAC-2014_Ram-EcoDiesel-Laramie-interior (1)

I prefer the Sierra/Silverado’s rear seat design; the wider availability of F-150 configurations locally available to me; the simplicity of Ram’s UConnect; the exterior design of the Ram; the silence of a Sierra’s cabin; a column shifter rather than the Ram’s rotary dial; the upcoming Ford’s freshness. The Ram’s touch screen needs to be canted more toward the driver, the fuel gauge should be larger, the dual glove compartments aren’t that large, there’s no built-in helper to enable jumps into the bed.

But it’s easy to see why Ram is picking up market share. The aluminum-intensive 2015 F-150 aside, Chrysler has brought Ram to the forefront of truck awareness by offering us things other truck makers aren’t providing, most notably in the form of the 8-speed automatic and this light duty V6 diesel.

With Ram offering the power we require and the fuel efficiency we dreamed of, do we really need to measure the trivial interior quality differences, the slight towing capacity disparities, and the narrow pricing discrepancies?

A diesel engine might just negate arguments that aren’t typically settled in the Ram’s favour. Especially since, where I live, diesel costs 20 cents less per gallon.

TTAC-2014_Ram-EcoDiesel-front TTAC-2014_Ram-EcoDiesel-badging TTAC-2014_Ram-EcoDiesel-front (1) TTAC-2014_Ram-1500-EcoDiesel-Laramie TTAC-2014_Ram-1500-Ecodiesel-Laramie-rotary-shifter

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European Review: Ram 1500 Ecodiesel http://www.thetruthaboutcars.com/2014/07/european-review-ram-1500-ecodiesel/ http://www.thetruthaboutcars.com/2014/07/european-review-ram-1500-ecodiesel/#comments Mon, 14 Jul 2014 13:27:41 +0000 http://www.thetruthaboutcars.com/?p=865297 With the new Ecodiesel engine, the 2014 Ram 1500 adds a bit of a European flavor to the most American vehicle of them all – the fullsize pick-up truck. So, how does one look from the view of an European? Here, I must admit to not being a typical European, when it comes to American […]

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With the new Ecodiesel engine, the 2014 Ram 1500 adds a bit of a European flavor to the most American vehicle of them all – the fullsize pick-up truck. So, how does one look from the view of an European?

Here, I must admit to not being a typical European, when it comes to American cars. As you may already know, I drive a Panther now, and I daily drove a GM B-body for several years. I even paid (little) money to own a Ford Tempo (don’t ask),. but I still live in Europe and drive lots of European cars, so I still have a good idea of what an average European will think about this truck.

First of all, it’s interesting to note that pickup trucks are one of the most common American vehicles here in Czech Republic – and probably even in surrounding countries like Germany or Austria. When you discount for the officially imported stuff – mostly diesel Jeeps, diesel Chrysler minivans and diesel Chrysler 300Cs, the most popular American cars are the pony cars trio, Corvettes, and then the fullsize trucks and luxury SUVs, like Escalade or Navigator. You will never see a Dodge Dart here, and probably not even fullsize sedans like Taurus or Impala. Even the typical US crossovers are extremely rare here – and if something gets imported, it’s usually the “butch” stuff. A Charger. A Durango. But no Equinox or Explorer.

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So large American trucks are not exactly unheard of here. They’re definitely not common, but odds are at least two or three Rams (most popular), F-150s, Silverados or Sierras will be running at any larger town (like mine, with 100,000 people). And in the capital, you’ll probably see one or two every day.

Most of these trucks are highly optioned, shiny V8 ones, never used for any serious work. Most of them probably tow a trailer from time to time, but hardly any will ever get its bed dirty. Quite a big portion of them get converted to LPG, but there are many owners who consider it a “disgrace” to American V8 and insist on pouring loads of gas into their truck. These same people usually frown upon diesel engines, and are probably not the ones who will buy the new Ecodiesel, as it burns the wrong fuel and doesn’t produce the right sound.

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So, to succeed in the European market, the Ram 1500 Ecodiesel needs to cater to several types of customers. It has to persuade the US car crowd that even with the Italian diesel, it’s still American enough and represents a way to finally get into truck ownership without rigging the car with high pressure LPG tanks. And it also has to impress the typical pickup/SUV owner that it is European enough in its frugality, sophistication and road manners.

As you can see from my recent Suburban review, it’s not easy for an American truck to impress an European driver – even one who is rather fond of American automobiles. Suggest buying something like the Ram 1500 to the typical customer in Europe, and you will quite certainly hear something about “primitive technology”, “agricultural suspension” or “ugly, cheap interior”. Not to mention terrible fuel consumption.

But if you follow the suggestion by forcing said person to sit in a Ram 1500 Laramie for a while, the whining will probably quickly stop. While it’s still no Audi when it comes to interior quality, the materials, the craftsmanship and ergonomics are leaps above what an average guy in Europe would expect from American truck. And quite on par with what Europe offers at this price point – a loaded Laramie Ecodiesel costs about $80k incl. VAT, which is about 20% more than a four-cylinder VW Amarok, or about the same as similarly equipped Touareg V6 TDI. And it’s definitely comparable.

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Above: My 6′ 6″ boss in the front, and then in the back…

The Ram rids itself of the typical problems of older American automobiles – one that is still noticeable in the last generation of Suburban – that they are smaller on the inside than on the outside. The space inside is stunning. I’ve seen my boss, who is about  6′ 6” sit “behind himself” in the Ram, without having any problems with head or leg room.

With the air suspension and the new coil-sprung four link rear suspension, the Ram even drives well enough for European customers to be satisfied. Above all, the ride is supremely comfortable, and even the handling isn’t half bad, considering the sheer size and weight of the thing. Of course, there can be no talk about steering feel, balance and so on, but the Ram feels stable enough even in mildly swift driving (say, 60-70mph on a backroad). The steering wheel feels much more car-like than truck-like, with just enough assistance and the right size.

But, even without driving the other big US pickups, I can guess that the competition will be on the same level as the Ram. And yet it’s not very likely that F-150s and Silverados start appearing on European roads en masse. The real difference, which can make or break the US pickup on the European roads, is the Ecodiesel engine.

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I have already experienced it (albeit shortly) in Lancia Thema, and I did quite like it, although it certainly wasn’t at the top of its league. Here, the story is a bit different. The Ecodiesel is still not the best V6 diesel out there – and it certainly can’t hold a candle to the likes of BMW 35d or VW/Audi 3.0 TDI biturbo. But in a fullsize pickup truck, it has no direct competition.

This means that even though it’s a little less sophisticated than some of the competitors, it’s still much quieter than any other truck diesel engine. And while it’s not as powerful or as frugal as other V6 diesels, it’s still much more torquey than the V6 Pentastar, much more frugal than the 5.7 Hemi, and still powerful enough to make the Ram lively enough. The ZF eight-speed gearbox is quite smooth and doesn’t seem to shuffle around for gears, like the six-speeder in the last-gen Suburban does.

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If the Ecodiesel fulfills its promise – and everything looks like it will – of being able to run on less than 10 liters per 100km on the highway, it will be the first American fullsize pickup to really make sense in Europe, at least in the last 70 years or so. Its combination of utility and comfort may be enticing for certain European buyers, and the fuel consumption shouldn’t scare them away this time. Yes, the Ram 1500 is still ungodly big, and will be a royal pain to park and drive in countries like UK or France. But here in Central Europe, it’s fairly livable, and, even with taxes and customs added, quite cheap – the top-of-the-line Laramie still costs about the same as a poverty-spec Touareg. The bad thing, though, is that you have to make do with the short bed – the bigger one makes the 1500 truck under EU regulations, increasing the custom duty from 10% to 20%. But it would be too long to park, anyway.

So, will the Europe be flooded by diesel American trucks in the near future? I don’t think so. But I’m willing to bet money that Rams will become much more common (less uncommon) here. And I would venture to say that of the current FCA portfolio, the Ram 1500 would be one of the more successful vehicles on European market. Certainly they would sell more of them than Lancia Themas. And likely even more than Lancia Deltas (I have seen about two of those in the wild, ever).

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And if the VM Motori power plant doesn’t turn out to be a turd, like the 1990s four-cylinder in the Jeeps and Chryslers was, I may be buying one in a few years, to replace the Town Car.

@VojtaDobes is motoring journalist from Czech Republic, who previously worked for local editions of Autocar and TopGear magazines. Today, he runs his own website, www.Autickar.cz and serves as editor-in-chief at www.USmotors.cz. After a failed adventure with importing classic American cars to Europe, he is utterly broke, so he drives a borrowed Lincoln Town Car. His previous cars included a 1988 Caprice in NYC Taxi livery, a hot-rodded Opel Diplomat, two Dodge Coronets, a Simca, a Fiat 600 and Austin Maestro. He has never owned a diesel, manual wagon.

JD8_9249 JD8_9193 JD8_9188 JD8_9183 JD8_9178 JD8_9171 JD8_9152 JD8_9150 JD8_9140 JD8_9082 JD7_2319 IMG_7111 IMG_7052 IMG_7048 IMG_7044 IMG_7217 IMG_7226 IMG_7123 IMG_7334 IMG_7326 IMG_7057 IMG_7053 IMG_7050 IMG_6996 IMG_7033 IMG_7040 IMG_7008 IMG_7009 IMG_7011 IMG_6974 IMG_7318 IMG_7248 $$ IMG_7333 IMG_7134 IMG_6968

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Capsule Review: Ram 1500 EcoDiesel http://www.thetruthaboutcars.com/2013/10/capsule-review-ram-1500-diesel/ http://www.thetruthaboutcars.com/2013/10/capsule-review-ram-1500-diesel/#comments Thu, 03 Oct 2013 18:49:00 +0000 http://www.thetruthaboutcars.com/?p=594393   The most important year for the American pickup truck might have been 1996. Although the tenth generation Ford F-Series would debut that same year, the biggest development for the segment had nothing to do with trucks. It was the death of the General Motors B-Body sedan. A perennial best-seller in America through the 1970s, […]

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2014-Ram-1500-diesel-grille

The most important year for the American pickup truck might have been 1996. Although the tenth generation Ford F-Series would debut that same year, the biggest development for the segment had nothing to do with trucks. It was the death of the General Motors B-Body sedan.

A perennial best-seller in America through the 1970s, the B-Body’s demise left American consumers with only one choice for a traditional full-size sedan, the Ford Panther cars. Conventional wisdom states that SUVs subsequently picked up the slack as America’s family hauler of choice, but there’s a case to be made that it was the half-ton crew cab pickup truck that truly replaced the large sedan as America’s family hauler. From 2002 onward, domestic full-size SUV sales began to trend downward, as pick-up sales, well, picked up.

The crew cab era began in earnest right around that time, with the Ford F-150 SuperCrew and a subsequent GM crew cab trucks debuting in 2002. Over a decade later, and both GM and Chrysler have replaced the rear-hinged doors on their extended cab models with a shorter crew cab model, supplemented with even bigger crew cab models that feature massive rear doors.

Shortly before we were invited to test out the Ram 1500 EcoDiesel CrewCab (the bigger of the two 4-doors in Ram nomenclature, with QuadCab being smaller) shown above, TTAC was loaned another Ram 1500 CrewCab – a Pentastar V6 Outdoorsman model, which featured the 8.4″ UConnect system, the lockable Ram Box storage system and a rather spartan interior with drab hard plastics and cloth upholstery (appropriate given the nature of the truck, but a little surprising given the $46,000 pricetag).

The timing of the Outdoorsman test coincided with a reunion for the summer camp I attended as a youth. Located roughly 200 miles from Toronto, the route to the camp is largely composed of rural two-lane highways with some decent grades and winding roads – a good place to put the Pentastar V6 and the new 8-speed automatic to the test.

With its enormous interior space, the CrewCab Ram acquitted itself well with my passengers, all of whom were over 6’2″. No sedan could possibly give them this much space to stretch out, not even the legendary Town Car Signature L. The air suspension provided an effortlessly smooth ride along the less-than-perfect stretches of pavement we traversed. But the Pentastar V6, as refined as it may have been, was a little lacking in power, especially when passing on two-lane highways. Some leeway has to be granted, on account of the Ram hauling a combined weight of 840 pounds of human cargo, plus the associated detritus, but the Pentastar’s power delivery wasn’t quite effortless. Last time we traversed these roads, we had used a friend’s Sierra 2500HD with a 6.6L Duramax diesel, and I found myself wishing for that kind of turbocharged torque that one can find in a diesel or an Ecoboost Ford.

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Two months and 2547 miles later and I’m staring face to face with Mopar’s answer for how to get some real grunt without sacrificing on the green front. The Ram EcoDiesel is indistinguishable from the regular Ram, save for the fender mounted emblem shown above. Under the hood is a 3.0L V6 made by VM Motori. Originally planned for the Cadillac CTS, the diesel engine puts out 240 horsepower (43 less than the Pentastar V6) and 430 lb-ft (20 more than the 5.7L Hemi V8). Drawing comparisons to a Cadillac might be a bit of a stretch, but the V6 oil burner is incredibly refined. There is very little clatter at start-up or at idle, and the traditional diesel noises are largely kept in check. One noteworthy change is the addition of a Diesel Exhaust Fluid gauge in the cabin. DEF is used as part of the emissions control package, and the fluid is meant to be replenished at 10,000 miles (the same interval as the engine’s oil). However, regulations require that the engine must be disabled when the DEF supply is exhausted, so keeping an eye on its levels is essential.

Most of the seat time in the diesel Ram came in the form of various stop-and-go scenarios as part of the city driving loops, with the diesel returning a very impressive 24 mpg according to the vehicle’s trip computer. While the Pentastar V6 is said to add about a second and a half compared to the Pentastar Ram’s 7.5 second 0-60 time, the diesel felt much stronger, with plenty of torque available throughout the rev range. Merging and passing was a cinch, with the feel resembling that of a boosted gasoline engine. In a blind taste test, nobody would confuse the Pentastar, the Hemi or the diesel, but the oil-burner’s overall feel is closer to that of the Ford EcoBoost V6 than a traditional heavy-duty diesel engine. Although towing wasn’t a part of my drive, Ram claims that the diesel can haul up to 9,200 lbs with the right equipment.

The biggest sticking point for the diesel is likely the amount of time it will take to break even on the $4,500 premium the diesel commands. Based on a national average prices of $3.62 for gasoline and $3.97 for diesel, the payback over the Pentastar V6 will take decades. When the diesel is put up against the Hemi, the proposition makes more sense, taking about 5 years to pay off.

Nevertheless, rationality doesn’t always play in to these kind of purchasing decisions, as evidenced by the legions of buyers who frequently opt for fuel-efficient vehicles that in reality take lots of time to provide any kind of ROI. The notion of a diesel half-ton pickup will likely prove alluring for many in terms of curb appeal, and the powertrain’s combination of brawn and refinement will win buyers over on the dealer test drive. Otherwise, there’s very little to distinguish the diesel from gasoline powered Ram 1500s. And that’s hardly a bad thing.

Ironically, Ram wasn’t even supposed to be the first one to market with a diesel. At the end of the last decade, Ford reportedly shelved a 4.8L twin-turbo diesel V8, fearing that it would steal sales away from the Super Duty trucks.  They won’t be the second one either, since Nissan will release a half-ton diesel Titan within the next year or two. It appears that in this marketplace, the Super Duty trucks are gravitating towards the traditional heavy-duty users, while half-ton trucks are creeping upmarket, serving as replacements for all manner of large cars. Features like four full-size doors, better ride characteristics and lots of passenger space helped spur this trend – and the increasing push towards better fuel economy will only keep it going.

Chrysler provided airfare, accommodations and meals for the event. Photos courtesy AutoGuide.com

 

 

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Is Ram Reviving The Rumble Bee? http://www.thetruthaboutcars.com/2013/08/is-ram-reviving-the-rumble-bee/ http://www.thetruthaboutcars.com/2013/08/is-ram-reviving-the-rumble-bee/#comments Thu, 15 Aug 2013 13:42:20 +0000 http://www.thetruthaboutcars.com/?p=499530 News of a new Ram performance truck was bolstered by these images released by Ram yesterday, that preview the new model set to be unveiled at this weekend’s Woodward Dream Cruise. With a yellow bee motif and the word “Rumble” stenciled below the Ram’s shifter dial, it’s safe to assume that the Rumble Bee is […]

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Ram-concept-Teaser

News of a new Ram performance truck was bolstered by these images released by Ram yesterday, that preview the new model set to be unveiled at this weekend’s Woodward Dream Cruise.

With a yellow bee motif and the word “Rumble” stenciled below the Ram’s shifter dial, it’s safe to assume that the Rumble Bee is based on the Ram Express, a stripped-down Hemi powered version of the Ram 1500. But while the Ram Express is rather basic (vinyl seats are available, for example) the Rumble Bee will likely have some more upscale features to go along with a higher price tag.

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Ram 1500 Diesel Engine To Carry $2,850 Premium http://www.thetruthaboutcars.com/2013/06/ram-1500-diesel-engine-to-carry-2850-premium/ http://www.thetruthaboutcars.com/2013/06/ram-1500-diesel-engine-to-carry-2850-premium/#comments Fri, 28 Jun 2013 14:40:33 +0000 http://www.thetruthaboutcars.com/?p=493512 If you want a diesel engine but don’t want to spring for a heavy-duty pickup, your only option is the Ram 1500.   At a Chrysler event today, the folks at Ram revealed that the 3.0L diesel V6 will cost $2,850 more than the 5.7L Hemi engine on select trim levels. Pickuptrucks.com reports that final […]

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3.0-liter EcoDiesel V-6 engine

If you want a diesel engine but don’t want to spring for a heavy-duty pickup, your only option is the Ram 1500.

 

At a Chrysler event today, the folks at Ram revealed that the 3.0L diesel V6 will cost $2,850 more than the 5.7L Hemi engine on select trim levels. Pickuptrucks.com reports that final power figures are 240 horsepower and 420 lb/ft of torque, with as much as 28 mpg expected on the highway cycle.

Also announced was a new 6.4L Hemi powertrain and a new coil-spring rear suspension with load-leveling for HD models. This replaces the leaf spring setup on previous 2500 HD trucks, while the 3500 HD keeps its leaf springs but can also be had with the air suspension.

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Ford F-150 Tremor Vs Ram Express: Battle Of The Standard Cabs http://www.thetruthaboutcars.com/2013/06/ford-f-150-tremor-vs-ram-express-battle-of-the-standard-cabs/ http://www.thetruthaboutcars.com/2013/06/ford-f-150-tremor-vs-ram-express-battle-of-the-standard-cabs/#comments Fri, 28 Jun 2013 12:00:07 +0000 http://www.thetruthaboutcars.com/?p=493485 The standard cab, short bed pickup is a rare breed these days. Most trucks that leave the dealer lot tend to be an extended cab, if not a four-door crew cab, with a longer bed and all the bells and whistles typically seen on a luxury vehicle. For a couple years, Ram has had the […]

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2014 Ford F-150 Tremor

The standard cab, short bed pickup is a rare breed these days. Most trucks that leave the dealer lot tend to be an extended cab, if not a four-door crew cab, with a longer bed and all the bells and whistles typically seen on a luxury vehicle. For a couple years, Ram has had the monopoly on a hot version of the standard cab with the Ram Express, a Hemi powered no-frills Ram, which starts at just $23,400. Not anymore.

Today, Ford announced the introduction of the F-150 Tremor. Silly moniker aside, the Tremor is a standard cab short bed truck that is explicitly aimed at “sport truck” enthusiasts. I always thought that crowd died away with the mini-truck era, but the combination of a 3.5L Ecoboost motor and a 4.10 rear axle ratio is an enticing one – don’t expect it to get anywhere near the vaunted fuel economy numbers that the taller-ratio equipped cars are apparently capable of. Power for the EcoBoost remains unchanged at 360 horsepower and 420 lb-ft of torque, while the car gets FX4-style black alloy wheels, Boss 302-esque graphics and some loud paint hues.

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The Express is pretty much as different as it gets. Rather than the newfangled EcoBoost, there’s an old-fashioned Hemi V8 breathing through dual exhausts. The fancy 8-speed ZF auto available on other Ram models is not available, nor is the big UConnect touch screen or any sort of “soft touch” interior. It’s all black plastic and the most basic head unit, with a 6-speed automatic as the sole gearbox. Outside, it’s indistinguishable from any other mid-grade Ram. No badges, no stripes, no alloys. You can even get it in a crew cab if you want, though this pushes the price up another $10,000.

What would you take?

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A Snapshot Of What Sub-Prime Buyers Are Driving http://www.thetruthaboutcars.com/2013/04/a-snapshot-of-what-sub-prime-buyers-are-driving/ http://www.thetruthaboutcars.com/2013/04/a-snapshot-of-what-sub-prime-buyers-are-driving/#comments Wed, 24 Apr 2013 15:30:33 +0000 http://www.thetruthaboutcars.com/?p=486080 Sub-prime finance has attracted a bit of interest (no pun intended) over at TTAC lately, and the segment itself has experienced phenomenal growth in the post-bailout era. Auto lending site www.carfinance.com released a list of the top 10 most popular new and used vehicles as purchased by sub-prime buyers over the last six months. While […]

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Sub-prime finance has attracted a bit of interest (no pun intended) over at TTAC lately, and the segment itself has experienced phenomenal growth in the post-bailout era.

Auto lending site www.carfinance.com released a list of the top 10 most popular new and used vehicles as purchased by sub-prime buyers over the last six months. While it’s not the most complete list by any means, it does give us a glimpse into the choices of sub-prime buyers. As far as we know, no such list has ever been compiled prior to this.

Top 10 New Cars for sub-prime buyers according to carfinance.com (from October to March 2013)

1. Dodge Avenger

2. Kia Forte

3. Kia Optima

4. Chrysler 200

5. Dodge Journey

6. Ford Focus

7. Ram 1500

8. Nissan Sentra

9. Nissan Versa

10. Kia Sorento

A few things jump out here. First off, this list has almost no crossover with the usual top 10 selling new vehicles in America. Only the Ram 1500 appears on both lists. Second, Chrysler products make four appearances on this list, with the Dodge Avenger and Chrysler 200 well know among the B&B for being very aggressively priced, to the point where it makes buying a Dodge Dart seem nonsensical. Chrysler has also been ramping up their own sub-prime lending program, through Santander and was the leader in sub-prime lending last year.

Also interesting are the relative dominance of Nissan and Kia. The latest Sentra and Versa have also been priced with a view to undercutting the competition, and the Versa has had success in the sub-compact market with its extremely cheap offerings (nonwithstanding the loss leader $9,995 Versa S, which is meant to get people in the showrooms and little else). Kia comes as a bit of a surprise, as very little is ever heard about them in connection with sub-prime purchasing. Any commenters with information or data that can help provide a better picture, please feel free to contribute.

 

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Chrysler 200, 300 Diesel Under Consideration http://www.thetruthaboutcars.com/2013/04/chrysler-200-300-diesel-under-consideration/ http://www.thetruthaboutcars.com/2013/04/chrysler-200-300-diesel-under-consideration/#comments Thu, 04 Apr 2013 15:10:25 +0000 http://www.thetruthaboutcars.com/?p=483549 The Chrysler 300 is already equipped with a diesel for world markets, and there’s a possibility we may see an oil-burning 300 on our shores as well. Speaking to Ward’s Auto, Chrysler brand CEO Saad Chebab noted that it all came down to cost. “I think that we are in talks about the diesels because […]

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The Chrysler 300 is already equipped with a diesel for world markets, and there’s a possibility we may see an oil-burning 300 on our shores as well.

Speaking to Ward’s Auto, Chrysler brand CEO Saad Chebab noted that it all came down to cost.

“I think that we are in talks about the diesels because the Thema has a diesel in Europe anyway…it’s a matter of how much the customer is willing to pay for that premium. That’s the only issue with it.”

Chrysler is rolling out diesel engines on the Ram 1500 and Jeep Grand Cherokee, with a 3.0L twin-turbo V6 made by VM Motori. But the diesel and the 8-speed automatic carry a premium of a few thousand dollars on the Grand Cherokee, a hefty sum, especially in the already declining full-size market.

Chebab also hinted that the Chrysler 200 may get a diesel option during its next generation, stating that “we have that opportunity to do it at any time.”

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QOTD: Are V6 Powered Full-Size Trucks Hitting Critical Mass? http://www.thetruthaboutcars.com/2013/03/v6-trucks-hit-critical-mass-ecoboost-pentastar/ http://www.thetruthaboutcars.com/2013/03/v6-trucks-hit-critical-mass-ecoboost-pentastar/#comments Tue, 05 Mar 2013 14:00:03 +0000 http://www.thetruthaboutcars.com/?p=480017 Even though Ford Ranger is dearly missed, Ford is claiming that Ranger customers are content with upgrading to an F-150 with one of Ford’s V6 powerplants – and they’re hardly alone in opting for the smaller powerplant. Automotive News reports that the V6 powered F-150 has achieved a majority F-150s equipped with V-6 engines, rather than V-8s, […]

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Even though Ford Ranger is dearly missed, Ford is claiming that Ranger customers are content with upgrading to an F-150 with one of Ford’s V6 powerplants – and they’re hardly alone in opting for the smaller powerplant.

Automotive News reports that the V6 powered F-150 has achieved a majority

F-150s equipped with V-6 engines, rather than V-8s, accounted for 53 percent of the 2012 sales total, a rate that exceeded Ford’s expectations.

The revival of the Ford Ranger has gotten plenty of attention this week, after an article by TTAC alum Justin Berkowitz shed light on the possibility of a compact, unibody pickup slotting below the F-Series. Whether or not this truck even comes to the USA is another matter.

What’s most compelling is the shift to a V6 engine in a segment where anything less than a V8 was seen as an emasculating choice. Even Ford was apparently caught out by the strong demand for the V6 engines. One source tells us that Ford initially expected a take rate of 15 percent for the Ecoboost, and hustled to meet demand when the real take rate ended up at around 40 percent or more.

Even though GM has downplayed the V6 option on their upcoming Silverado and Sierra trucks, Ram has been relentless in touting the new Pentastar V6 on the new Ram 1500. It will be interesting to get the data on Pentastar take rates once the redesigned Ram has had a full year of sales. The Ecoboost has the “urination contest” advantage of having two turbochargers and a lot more torque than competitive V6 and V8 engines, which may take some of the sting out of not having the two extra cylinders. Lest we forget that the emotional factor is frequently in play when choosing any car, and full-size trucks are no exception. The base 3.7L may be the prudent choice if fuel efficiency and saving money are the priorities – but as its minimal take rate demonstrates, the macho factor is still what’s important.

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Analysis: VEBA, The UAW And The Warren Walkout http://www.thetruthaboutcars.com/2013/03/analysis-veba-the-uaw-and-the-warren-walkout/ http://www.thetruthaboutcars.com/2013/03/analysis-veba-the-uaw-and-the-warren-walkout/#comments Mon, 04 Mar 2013 18:45:12 +0000 http://www.thetruthaboutcars.com/?p=479965 The 12-person protest that took place at Chrysler’s Warren, Michgan truck plant got little notice in the automotive news cycle, save for a couple of mentions on the usual aggregators. In truth, it’s not the juiciest story to sell in this click-driven wasteland, though these stories tend to raise the most interesting questions. This example […]

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The 12-person protest that took place at Chrysler’s Warren, Michgan truck plant got little notice in the automotive news cycle, save for a couple of mentions on the usual aggregators. In truth, it’s not the juiciest story to sell in this click-driven wasteland, though these stories tend to raise the most interesting questions. This example highlights an issue that is going to dog the UAW for some time – how will the UAW control their workers when they are also the owners?

For the sake of context, let’s recap the story. 12 workers decided to protest a recently implemented schedule at the Warren plant, which is building the 2013 Ram 1500. As the Detroit News explains it

The new system — which has already sparked controversy at other Chrysler factories in Michigan — would split the workforce into three shifts, each working four 10-hour days a week. Those shifts would be staggered over six days, meaning that many workers would have to work Saturdays. 

Saturdays, of course, means time-and-a-half pay. If you believe the Detroit News, then the rank-and-file are unhappy about the move and are determined to fight it. But the UAW is distancing itself from the protest, noting that the move to the current schedule was first approved a decade ago.

The protest coincided with a report by the Detroit News, citing leaked internal documents that show rampant quality problems with the new Ram 1500, a crucial product for Chrysler that is enjoying a lot of momentum in a very competitive segment.

During the first hour of production Thursday, workers at the Warren truck plant built 58 pickups. But only 16 of those vehicles passed final inspection, according to company documents. Quality improved as the day went on, but just over half of the trucks assembled by the first shift were approved for shipment. A company source told The News that number should be at least 78 percent and higher than that to meet the plant’s quality goals.

Wednesday’s numbers were similar, and many employees were ordered to stay late to repair the defective vehicles, according to the source. But the number of problem pickups in the plant’s lots continued to grow. Though nearly 200 vehicles were repaired overnight, there were still 1,078 trucks parked outside the plant Thursday morning that could not be shipped because of defects, according to a company document.

The same report made sure to preface that “…morale problems sparked by the new shift schedule are only making these problems worse…”, adding another barb to a series that is uncharacteristically critical considering that the Detroit News is the hometown paper for Chrysler.

It would be tempting to ascribe more sinister motives to nefarious factions within Chrysler, the UAW or both, but the reality is that the issues plaguing Warren are really just a perfect storm of bad circumstances. On a base level, human are notoriously bad with change. Having chatted with former union members in domestic auto plants, it’s evident that these sorts of shift changes are often presented in a manner that glosses over the ugly details so that the union bigwigs can get the measure approved. When it comes time for the changes to be implemented, the rank-and-file are inevitably unhappy (though our source notes that the blame cuts both ways; caveat emptor and all that).

So, take a bunch of disgruntled workers adapting to a new shift schedule and throw in a new model launch. What did you expect? Workers and management singing kumbaya around the camp fire? It’s hard to think of a bigger recipie for disaster, save for having Bob King ride into Chattanooga on an organizing drive while piloting a Chinese-built Wrangler with a Romney/Ryan bumper sticker. Combining the shift change with a new model launch and production ramp-up may have been a poorly judged move, but in all likelihood, the defect rate will settle down in a month or two.

Meanwhile, the UAW, through the VEBA health benefits organization, currently owns roughly 41 percent of Chrysler. While Fiat is currently attempting to buy the remaining stake from the VEBA, the retiree health benefits of the union members are largely dependent on auto maker stock as well as the overall financial health of the companies. The two parties are currently locked in tough negotiations over the remaining stake, but this is likely too far removed from quality defects at one plant to have any effect on potential stock prices or the respective bargaining position of either side. What is in the mutual self-interest of both parties is the continued success of Chrysler’s auto sales – and with Ram and Jeep being the two pillars holding Chrysler up right now, the UAW knows which side their bread is butter on.

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Ram 1500 To Get Diesel Engine http://www.thetruthaboutcars.com/2013/02/ram-1500-to-get-diesel-engine/ http://www.thetruthaboutcars.com/2013/02/ram-1500-to-get-diesel-engine/#comments Thu, 14 Feb 2013 13:00:54 +0000 http://www.thetruthaboutcars.com/?p=477464 Chrysler will be the first truck maker to offer a diesel engine on a half-ton pickup, when the Ram 1500 gets an oil-burner in Q3 of this year. The diesel will be the same 3.0L VM Motori engine as used in the Grand Cherokee, good for 240 horsepower and 420 lb-ft of torque in that […]

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Chrysler will be the first truck maker to offer a diesel engine on a half-ton pickup, when the Ram 1500 gets an oil-burner in Q3 of this year.

The diesel will be the same 3.0L VM Motori engine as used in the Grand Cherokee, good for 240 horsepower and 420 lb-ft of torque in that application. USA Today, which broke the story, reported that Ram boss Fred Diaz would not disclose power figures or pricing information, the two big question marks for the new model.

Diesel options in heavy duty pickups typically cost thousands more as optional equipment. TrueCar’s Jesse Toprak suggested that offering a small premium, akin to Ford’s EcoBoost V6 in the F-150, would shake things up in the segment, but Diaz seemed to shrug off that notion. Regardless, Toprak felt that the diesel option could be good for as many as 10,000 units.

With this announcement, it will be interesting to see if any truck makers follow suit and offer a quarter-ton diesel option. Aside from wanting to combat Ram’s lock on this model, there will likely be positive implications as far as CAFE goes. VM Motori is half owned by GM, though the company will offer a new mid-size Colorado for fuel-economy conscious buyers (though in many markets, the Colorado can be had with a Duramax diesel).

 

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NAIAS 2013: Cadillac ATS Is COTY, Ram 1500 Wins Truck Award http://www.thetruthaboutcars.com/2013/01/naias-2013-cadillac-ats-is-coty-ram-1500-wins-truck-award/ http://www.thetruthaboutcars.com/2013/01/naias-2013-cadillac-ats-is-coty-ram-1500-wins-truck-award/#comments Mon, 14 Jan 2013 13:23:00 +0000 http://www.thetruthaboutcars.com/?p=473631 No surprises here…the Cadillac ATS and Ram 1500 are North American Car and Truck of the Year. Thank god it wasn’t the FR-S. Sergio Marchionne quipped that “we deserved to win” the truck award. And I don’t disagree with him. GM’s new full-sizers are going to have a tough battle ahead of them.

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No surprises here…the Cadillac ATS and Ram 1500 are North American Car and Truck of the Year. Thank god it wasn’t the FR-S. Sergio Marchionne quipped that “we deserved to win” the truck award. And I don’t disagree with him. GM’s new full-sizers are going to have a tough battle ahead of them.

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Is This The Best Muscle Car Deal That Nobody Knows About? http://www.thetruthaboutcars.com/2012/12/is-this-the-best-muscle-car-deal-that-nobody-knows-about/ http://www.thetruthaboutcars.com/2012/12/is-this-the-best-muscle-car-deal-that-nobody-knows-about/#comments Mon, 17 Dec 2012 18:59:30 +0000 http://www.thetruthaboutcars.com/?p=470498 Two doors. 390 horsepower. 8 cylinders. Two seats. Just a hair under $25k. Sound too good to be true? It might be one of the best muscle car deals going, as long as you’re willing to drive a pickup. While perusing the Ram website for someone looking to buy a pickup, I came across the […]

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Two doors. 390 horsepower. 8 cylinders. Two seats. Just a hair under $25k. Sound too good to be true? It might be one of the best muscle car deals going, as long as you’re willing to drive a pickup.

While perusing the Ram website for someone looking to buy a pickup, I came across the Ram Express; with a regular 6’4″ bed and rear-drive, it can be had with a 5.7L Hemi engine and a 6-speed automatic transmission for just $24,825. Next year, the 8-speed automatic will be the sole option. For those of us in the snowbelt, four-wheel drive will bump the cost up closer to $28,000, which makes it less of a value proposition. Note that in Canada, the Express starts at a mere $22,395 for a 4×2 single cab – the sole option is four-wheel drive, and a bigger cab is not available.

The V6 Mustang is rightly touted as the muscle car bargain of the century, but the Ram Express offers its own proposition. No, it won’t handle like a V6 ‘Stang, nor will it return the same fuel economy. But it can haul more, carry people in greater comfort (if you opt for the Quad or Crew Cab versions) and can be had with four-wheel drive. Like the Mustang V6, the base price merely serves to get buyers in the door – the real desirable versions need more options and dollars thrown at them – but the intent remains the same. And while a truck may not put up the same on paper acceleration numbers as a conventional car, they can still haul ass just fine. The Express is also extremely basic. If nothing else, it’s an intriguing, all-American alternative to the traditional muscle car – one that can tow 9200 lbs, should the need ever arise.

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Capsule Review: 2013 Ram 1500 http://www.thetruthaboutcars.com/2012/08/capsule-review-2013-ram-1500/ http://www.thetruthaboutcars.com/2012/08/capsule-review-2013-ram-1500/#comments Fri, 24 Aug 2012 14:14:08 +0000 http://www.thetruthaboutcars.com/?p=457706 Charles Murray’s Coming Apart, an examination on the class divides in present-day America, features a handy quiz for “cultural elites” to answer, as a means of getting a sense of how much of a “bubble” one lives that isolates them from rural America. Among the questions asked are whether one owns or has owned a […]

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Charles Murray’s Coming Apart, an examination on the class divides in present-day America, features a handy quiz for “cultural elites” to answer, as a means of getting a sense of how much of a “bubble” one lives that isolates them from rural America. Among the questions asked are whether one owns or has owned a pickup truck (also: whether one knows an evangelical Christian, whether one has eaten at T.G.I Friday’s in the past year, and have you ever participated in a parade that did not involve global warming, gay rights, or a war protest).

I’ve never owned a pickup. I am a born and raised city boy, with palms softer than a baby’s thighs.When I told my friends I was going to Nashville to drive the revised Dodge Ram, they were most enthused about Nashville’s emerging status as a culinary mecca. Even worse, I am part of Generation Why, which couldn’t be more opposed to everything that pickup trucks stand for; we are city-dwellers that worship chefs, not Jesus and we don’t listen to country – or anything with instruments, really. Electronic Dance Music, our genre of choice, sounds like robots having a domestic dispute. On paper, I might be the least qualified person, demographically speaking, to review a brand new quarter half-ton truck.

On the other hand, I’m not burdened with the quasi-religious brand allegiances that many pickup fans possess. I like the Ecoboost-equipped Ford F-150 the best because I’ve spent the most time in it. Ram trucks have traditionally been third in the sales race – but the upcoming model year leaves them in a strong position. GM’s new trucks won’t even bow until the 2013 Detroit Auto Show, and presumably won’t go on sale for some time after that.

It would be naive to suggest that the Ram 1500 trucks that I sampled are enough to knock GM off the second place pedestal – it will take a number of years and some fairly big screwups at GM (or Ford, for that matter) to do that – but there’s enough here to keep the competition up at night. The big news this year is the addition of an 8-speed transmission, dubbed the TorqueFlite 8, which can be mated with the all-new Pentastar V6 and the 5.7L Hemi V8. Using a rotary knob mounted on the dashboard, rather than the 6-speed automatic’s traditional shifter, the TorqueFlite 8 shifts transparently, and can offer as much as 18/25 mpg city/highway when mated with the new V6 engine.

Having started out with a mid-grade SLT with the Hemi V8 and 6-speed automatic, the TorqueFlite 8 may seem like a frivolous contest of urinary supremacy. The less sophisticated V8 powertrain already feels nicer than the Coyote 5.0L in the Blue Oval’s truck. It’s smooth, never wanting for power and makes a nice growl under load. The SLT trim features the 2013’s upgraded interior, full of soft touch plastics and vastly improved switchgear, but without leather trim. The coil-sprung suspension with optional air bags borrowed from the Grand Cherokee, helps cushion pavement imperfections. Apparently, the real hardcore truck guys laugh at this setup, but I could stay in this thing all day.

I almost did, until I spotted an enticing number at the driver change point; a red, two-door standard cab with a short bed and big chrome wheels. There’s a rotary knob on the dash, signifying the new 8-speed ‘box. Let’s do it. The ride is rougher (a hallmark of the standard cab, which I was previously unaware of), but mere moments after I’ve twisted the knob to “D”, I’m reminded of something Sajeev told me while we debated the future of the police car.

“Cars like the Taurus based Police Interceptor don’t stand a chance against the pickup trucks in flyover country. They usually have quick gearing, especially with these new 6-speed gearboxes.  And if they have 4WD?  Forget it.  Those models have so much traction combined with the gearing that they usually don’t even have torque management in the software.  Gears, traction, no torque management on a torquey motor…triple threat.”

First gear in the TorqueFlite 8 is 4.7:1 – in layman’s terms, this means that there isn’t much that’s going to get away from you at a stoplight. Though no empirical data could be produced, our experiment verified Sajeev’s assertions. Driving this way wasn’t going to help test out the Ram’s much touted class leading fuel economy, so the Lil’ Red Express was returned for the new Pentastar V6.

Engine note aside, the Pentastar was so damn quick off the line that I had genuinely thought I was driving a V8 truck (in the interest of full disclosure, I neglected to check what powertrain the truck had at the outset, merely hopping into the cool looking Ram with the TorqueFlite setup). Not surprisingly, the Hemi/TorqueFlite equipped trucks had all been signed out, but the 305 horsepower V6 in the Ram left me seriously impressed. I already adore the Ecoboost in the F-150, and the Pentastar is an equally valid choice in this segment – think of it as the V6 Mustang of the truck segment.

Driving the competitive vehicles helped give greater context to the 2013 Ram; the new truck clearly has the best interior of the class. I had previously held the F-150 Platinum to be the zenith in this segment, but the delta between the priciest Ford and the more plebeian versions is far greater than say, the Laramie and the SLT Rams. The lesser Fords seem to be a grade behind the Ram, while the Chevy Silverado is unequivocally dated in its design and materials, though it’s also the easiest to use, devoid of screens or an explosion of buttons.

On the other hand, the Silverado is still very nice to drive. It feels light, even with four properly hinged doors, and while the cabin may feel dated, the powertrain doesn’t. The Silverado’s hydraulic steering does a great job of making the Ram’s electric system feel lifeless – the EPAS in the Ram isn’t that terrible, but one spin in the Chevy and you’ll miss the traditional setup. The Ford trucks feel more substantial than the Chevrolets, but don’t feel as well-engineered, despite the Ecoboost engines and fancy touchscreens. I like the way they look, but my prior biases have been eliminated, and the Ecoboost-powered Blue Oval is no longer at the top of my mind’s pickup wishlist.

Unfortunately, I’m not in the market for a pickup.

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