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    William Maley

    Quick Drive: 2016 Ram 1500 Laramie Longhorn

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      Living out cowboy dreams with a bit of diesel

    Like life, reviewing vehicles sometimes mean having a curveball thrown your way. Originally, I was going to be reviewing the Chrysler 200 before its production run would end. Sadly, the 200 was pulled out of Chrysler’s test fleet before I was able to drive. But sometimes, that curveball can be a positive. In this case, a Ram 1500 Laramie Longhorn would take its place. More importantly, it would be equipped with the 3.0L EcoDiesel V6. We like this engine in the Jeep Grand Cherokee. How would it fare in the Ram 1500? Quite well.

    • The EcoDiesel V6 in question is a turbocharged 3.0L with 240 horsepower and 420 pound-feet of torque. This comes paired with an eight-speed automatic transmission. Our test truck came with four-wheel drive, but you can order the EcoDiesel with two-wheel drive.
    • The EcoDiesel might not have the roar or performance figures of the 5.7L V8 (0-60 takes about 9 seconds for the diesel compared to just a hair over 7 seconds for the V8), but it is a very capable engine. There is a lot of punch on the low end of the rpm band and the engine never feels that it is running out of breath the higher you climb in speed. 
    • You can tell the EcoDiesel is a diesel during start up as it has distinctive clatter. Also, it takes a few seconds for the engine to start up if you let the truck sit for awhile. But once the engine is going, you can’t really tell its a diesel. Whether you’re standing outside or sitting inside, the V6 is quiet and smooth.
    • The eight-speed automatic is one of the best transmissions in the class as it delivers imperceptible gear changes.
    • In terms of towing, the EcoDiesel V6 has a max tow rating of 9,210 pounds (regular cab with 2WD). The crew cab with 4WD drops the max tow rating to 8,610 pounds. This does trail the V8 considerably (max tow rating of 10,640).
    • But the EcoDiesel makes up for this in terms of fuel economy. EPA fuel economy figures stand at 19 City/27 Highway/22 Combined for the EcoDiesel equipped 4WD. Our average for the week was a not too shabby 23.4 mpg.
    • This generation of the Ram 1500 has garnered a reputation for having one of the best rides in the class. We can’t disagree. The coil-spring setup on the rear suspension smooths out bumps and other road imperfections very well. 
    • Our truck also featured the optional air suspension which is more focused on improving the capability of the pickup and not ride comfort. There are five different ride height settings that allow for easier access when getting in and out of a truck to increasing ground clearance when going off-road. The air suspension will also level out the truck if there is a heavy load in the bed or pulling a trailer.
    • The Ram 1500’s exterior look hasn’t really changed much since we reviewed one back in 2014. Up front is a large crosshair grille finished in chrome and large rectangular headlights with LED daytime running lights. The Laramie Longhorn features it own design cues such as two-tone paint finish, 20-inch wheels, and large badges on the front doors telling everyone which model of Ram you happen to be driving.
    • Inside, the Laramie Longhorn is well appointed with real wood trim on the dash and steering wheel, high-quality leather upholstery for the seats, and acres of soft-touch plastics. Some will snicker at the seat pockets that are designed to look saddle bags, complete with a chrome clasp. 
    • Comfort-wise, the Laramie Longhorn’s interior scores very high. The seats provide excellent support for long trips, and no one sitting in the back will be complaining about the lack of head and legroom. One nice touch is all of the seats getting heat as standard equipment, while the front seats get ventilation as well.
    • The UConnect system is beginning to show its age with an interface that is looking somewhat dated and certain tasks taking a few seconds more than previous versions. There is an updated UConnect system that debuted on the 2017 Pacifica with a tweaked interface and quicker performance. Hopefully, this is in the cards for the 2017 Ram 1500.
    • As for pricing, the Laramie Longhorn Crew Cab 4x4 comes with a base price $52,365. With options including the 3.0L EcoDiesel, our as-tested price was $60,060. Sadly this is the new reality for pickup trucks. Many buyers want the luxuries and features found on standard vehicles and are willing to pay for it. The Ram 1500 Laramie Longhorn Crew Cab 4x4 can justify the price for what it offers, but it is still a lot of money to drop.
    • The nice thing about the Ram 1500 is the number of trims on offer. You’ll be able to find a model that should fit your needs and price range. Personally, I would be happy with a Big Horn or Laramie as they would offer everything I would want or need in a truck. But if you want something luxurious with a cowboy twist, you can’t go wrong with Laramie Longhorn. The EcoDiesel is just the cherry on top. 

     

    Disclaimer: Ram Trucks Provided the 1500, Insurance, and One Tank of Diesel

    Year: 2016
    Make: Ram Trucks
    Model: 1500 Crew Cab
    Trim: Laramie Longhorn
    Engine: 3.0L EcoDiesel V6
    Driveline: Eight-Speed Automatic, Four-Wheel Drive
    Horsepower @ RPM: 240 @ 3,600
    Torque @ RPM: 420 @ 2,000
    Fuel Economy: City/Highway/Combined - 19/27/22
    Curb Weight: N/A
    Location of Manufacture: Warren, MI
    Base Price: $52,365
    As Tested Price: $60,060 (Includes $1,195.00 Destination Charge)

    Options:
    3.0L EcoDiesel V6 - $3,120.00
    4-Corner Air Suspension - $1,695.00
    Wheel to Wheel Side Steps - $600.00
    Convenience Group - $495.00
    Trailer Brake Control - $280.00
    Cold Weather Group - $235.00
    3.92 Rear Axle Ratio - $75.00

    Edited by William Maley

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      Make: Lexus
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      Trim: 200 F-Sport
      Engine: 2.0L 16-Valve DOHC VVT-i Four-Cylinder
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      Base Price: $40,260
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    • By William Maley
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      A Small, Premium Interior
      Lexus has mostly nailed the UX’s interior appointments with soft-touch materials featuring stitching on the dash, metal-like buttons for the climate control system, and contrasting stitching for the seats. The only part which slightly ruins this luxury feeling is the cheap-feeling door panels. Leatherette upholstery is used on the seats and it feels quite nice when sitting on them. F-Sport models get heavily bolster front seats which may make some larger people uncomfortable. Power adjustments for the front come standard on all UX models and allows both driver and passenger to find a comfortable position.
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      One change that will be a welcome relief to Android users is that Lexus has added Android Auto compatibility to the system, bringing Lexus in line with most competitors with offering this and Apple CarPlay.
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      I’m wondering if the UX could fit the 2.5L four-cylinder from the Toyota Camry. It would improve overall performance with a slight hit to fuel economy.
      Surprising Handling Characteristics
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      The Price Is Right
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      The 2020 UX 200 makes a very compelling case for itself in the subcompact luxury crossover class. This is due in part to its low price and a long list of standard equipment. A competent handling package in the F-Sport and decent fuel economy figures help bolster the model further. But there are areas Lexus needs to address, primarily the engine and infotainment system. The good news is that Lexus has the necessary solutions to both these issues in the form of the infotainment system from the RX and borrowing the 2.5L four-cylinder from the Camry. It would move the UX from being somewhere in the competent class to one that can compete for class honors.
      Disclaimer: Lexus Provided the UX 200, Insurance, and One Tank of Gas
      Year: 2020
      Make: Lexus
      Model: UX
      Trim: 200 F-Sport
      Engine: 2.0L 16-Valve DOHC VVT-i Four-Cylinder
      Driveline: CVT, Front-Wheel Drive
      Horsepower @ RPM: 169 @ 6,600
      Torque @ RPM: 151 @ 4,800
      Fuel Economy: City/Highway/Combined - 29/37/33
      Curb Weight: 3,307 lbs
      Location of Manufacture: Miyawaka, Fukuoka, Japan
      Base Price: $40,260
      As Tested Price: $41,285 (Includes $1,025.00 Destination Charge)
      Options:
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      F-Sport Premium Package - $975.00
      Power Rear Door w/Kick Sensor - $600.00
      Premium Paint - $595.00
      Parking Assist, Rear Cross Traffic Alert w/Braking - $565.00
      Blind Spot Monitor - $500.00
      Head Up Display (HUD) - $500.00
      Heated F Sport Steering Wheel w/Paddle Shifters - $150.00
      Windshield Deicer - $100.00
      Wireless Charger - $75.00
    • By William Maley
      I’ve driven my fair share of Challengers on both extremes - from the standard V6 to the high-performance SRT and Hellcat models. But I never had any time behind the wheel of the R/T with its 5.7 V8. That changed in the summer when a bright orange Charger R/T Shaker was dropped off for a week. This allowed me to ask a question that has been sitting in my head for some time: Is the R/T the best bang for your buck in the Challenger family?
      The Shaker sets itself apart from other Challenger models with the use of a ‘Shaker’ scoop that prominently pops up from the hood. There is also a blackout treatment on several trim pieces and wheels that make it look even more imposing on the road. Along with the scoop, the Shaker package does add a new cold-air intake seated right in front of the driver’s side corner. This addition should boost the output of the 5.7L HEMI V8 (372 horsepower and 400 pound-feet of torque when paired with the eight-speed automatic. But FCA’s spec sheet doesn’t say anything about the Shaker Package adding more oomph or not. When you first start up the R/T Shaker, it makes presence known with a deep and loud exhaust note. I had to do a double-take the first time as I was wondering if I was given either an R/T Scat Pack or a Hellcat by mistake. While it may lack the high power numbers of the 6.4 and supercharged 6.2 V8s, the 5.7 is no slouch. 60 mph comes in at just over five seconds and power is seemingly available at any speed. My tester came with the optional Performance Handling Group that adds upgraded springs, sway bars, and a set of Bilstein shocks. This does improve the handling by a fair amount with less body roll. But it doesn’t feel nimble due to a curb weight of around 4,158 pounds. The steering has a quick response, but there is a noticeable lack of road feedback. If you want your muscle car to have some handling, consider the Camaro or Mustang. Nothing new to report on the Challenger’s interior. It still has the angled center stack, retro-inspired gauges, and easy to use UConnect infotainment system. The seats are where the Challenger loses some points as it feels like you’re sitting on top of cinderblocks. The Shaker package is surprisingly good value, adding $2,500 to the base price of the R/T which begins at $34,295. But you’ll need to be careful on the option sheet, or you’ll end up with something quite expensive. My tester came with an as-tested price of $46,555, which is $300 more than an R/T Scat Pack Widebody with the 6.4 HEMI V8.  The Dodge Challenger is getting up there in age and sadly cannot compete with the likes of the Camaro and Mustang in terms of handling. But Dodge is still able to offer a lot of performance in the form of the R/T. With a potent V8 engine, old school styling, and different packages like the Shaker to make your Challenger stand out, the R/T is possibly the best value and well-rounded model in the lineup. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2019
      Make: Dodge
      Model: Challenger
      Trim: R/T
      Engine: 5.7 HEMI VVT V8 Engine
      Driveline: Eight-Speed Automatic, Rear-Wheel Drive
      Horsepower @ RPM: 372 @ 5,200
      Torque @ RPM: 400 @ 4,400
      Fuel Economy: City/Highway/Combined - 16/25/19
      Curb Weight: 4,158 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $34,295
      As Tested Price: $46,555 (Includes $1,495.00 Destination Charge)
      Options:
      "Shaker" Package - $2,500.00
      TorqueFlite Eight-Speed Automatic Transmission - $1,595.00
      Performance Handling Group - $1,495.00
      Driver Convenience Group - $1,295.00
      Power Sunroof - $1,295.00
      UConnect 4C Nav with 8.4-inch Display - $1,095.00
      Alpine Sound Group with Subwoofer - $995.00
      Shakedown Graphics - $495.00

      View full article
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