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  1. (Author's Note: As was pointed out to me on Facebook, the diesel engine is nowhere to be seen on the consumer site or the configurator. Yet, it appears in FCA's media materials. In an email sent this afternoon, Ram Trucks spokesman Nick Cappa said the option has been dropped for 2018. This review has been updated with this new information. -WM) I’ll admit that I was a bit crazy requesting a 2018 Ram ProMaster van for review. Ever since it was introduced, I have been interested in this rebadged version of the Fiat Ducato van sold elsewhere. Unlike most vans that use a rear-wheel drive layout, the ProMaster uses a front-wheel drive one. I wanted to know if this works for a vehicle designed for work. But I also have an odd curiosity to cargo vans in general as I wondered what it would be like to drive one for a week as my daily driver. This is what I found out. Function over form best describes the design brief for the Ram ProMaster. The overall profile reminds us of an oversized dustbuster with a steeply raked and short front end and tall sides. Awkward is the kindest word to use on the ProMaster’s front end with the grille placed very low, acres of gray plastic, headlights positioned near the windshield, and a large glass area. The rest of the ProMaster’s design fits in line with other cargo vans with clean sides, split-opening rear doors, and a set of optional wheels.  The ProMaster offers a wide variety of configurations. With three weight classes, three body styles, and various roof height and length options, you’ll be able to find a van that fit your needs. Our particular tester is one of the popular configurations; a 2500 with the 159-inch wheelbase and high roof option. Getting inside the ProMaster isn’t tough thanks to wide opening front doors and steps to help you climb up. Once in, you’ll notice one of the key benefits to the ProMaster’s exterior. The large glass area not only makes the interior feel airy, it provides excellent outward visibility. This helps make maneuvering in tight spaces easier. The design is very utilitarian with a plain look and controls within easy reach of the driver and passenger. There are some clever touches such as the integrated clipboard latch on the top of the dash to hold paperwork and numerous storage spaces. Many surfaces are covered in hard plastics which will hold up to the various work demands being put upon by owners. One area that will be a major issue for drivers is the seating position. Instead of you sitting in front of the steering wheel, Ram has the wheel set up similar to a school bus or semi-truck where you sit over it. Not helping is the placement of the pedals where you step down instead of push forward. The end result is a driver being in a hunched over position. This could be somewhat alleviated if there was a tilt adjustment for the steering wheel. But Ram only offers a telescoping adjustment. The only way to get a sudo-tilt adjustment is to adjust the angle of the seat. The seats themselves are perfect for a long workday with excellent support and firm cushioning. It needs to be noted that the ProMaster only offers the bare minimum when it comes to seat adjustments such as angle and position. If you want lumbar adjustments, you need to tick that box on the option list. All ProMasters come with a 5.3-inch touchscreen with FCA’s UConnect infotainment system. Our test van came with the optional TomTom navigation system. The small screen makes it slightly difficult to look at quickly or use while on the move. We would skip the TomTom navigation system as the graphics are quite dated and it takes some time to process before providing directions. At least the base UConnect system has many of the qualities we like on the larger systems such as a simple user interface and snappy performance. Step behind the cockpit to enter the massive cargo space. Our particular ProMaster configuration boasted 420 cubic feet of space and max payload of 4,020 pounds. One of the reasons I had requested the van was to get a number of items at my parent’s house to be donated. The van was up to the task by swallowing up everything including a dining room set. The low step-in height, rear-doors that open up 260-degrees, and numerous tie-down points to keep cargo in its place were appreciated. There are two engines on offer for the ProMaster. We had the base 3.6L V6 producing 280 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. There is an optional a 3.0L turbodiesel inline-four with a six-speed automated manual. (No more diesel for 2018 according to FCA). The V6 engine moves the van with no issue even with a large amount of cargo. As for the automatic, it delivers smooth shifts. However, the transmission showed some slowness to change gears. We’re assuming this is due to van only having 350 miles when we took delivery. For those who need a specific setup in the cargo area such as plumbers or painters, Ram offers various uplift packages that include such items as shelving, integrated tool boxes, and dividers. The low mileage might also explain the fuel economy figure of 15.7 mpg in mostly city driving. No EPA numbers are available due to the van’s gross vehicle weight being above 8,500 pounds. It is evident that Ram’s prime consideration for the suspension was tuned to deal with heavy loads and not comfort. With the van empty, the ride quality is quite harsh with many bumps making their way inside. Fill up the van and the ride begins to smooth out somewhat. Steering takes a lot of effort as it's very slow and requires a driver to make a number of rotations to do simple turns. There is a fair amount of road and wind noise coming inside the passenger compartment. If I was to judge the ProMaster like I would with a normal passenger car or SUV, it would be towards the bottom. There is a long list of problems such as the odd driving position, the number of comfort features that are optional, slow steering, and harsh ride. But I need to look at the ProMaster in a different light since it isn’t built for people like me. It is built for people who need a vehicle that can handle holding a lot of cargo or tools, along with being on some sort of worksite for periods at a time. Then the ProMaster begins to show some bright spots. The massive cargo area with the low step-in and tie-down point make it great for deliveries or moving. Using a front-wheel drive setup doesn’t hurt the ProMaster’s capability in terms of payload, and will help the van when the weather becomes terrible like a snowstorm. Finally, the V6 engine is plenty powerful for any situation the ProMaster is in. While I found the ProMaster to be a bit much to be used a daily driver for me, I can very much see the appeal for those in the commercial market. Just be sure to try the seating position as that will be the item that will influence your decision the most. Disclaimer: Ram Trucks Provided the ProMaster 2500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Trucks Model: ProMaster Cargo Trim: 2500 159" Wheelbase - High Roof Engine: 3.6L DOHC 24-Valve V6 Driveline: Six-Speed Automatic, Front-wheel Drive Horsepower @ RPM: 280 @ 6,400 Torque @ RPM: 260 @ 4,400 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 4.483 lbs Location of Manufacture: N/A Base Price: $35,095 As Tested Price: $43,460 (Includes $1,395 Destination Charge) Options: Sliding Driver-Side Door without Glass - $595.00 Trailer Tow Group - $585.00 UConnect 3 Navigation with 5-inch Display - $495.00 16-inch x 6.0-inch Aluminum Wheels - $445.00 Wood Composite Floor - $445.00 Premium Appearance Group - $395.00 Interior Convenience Group - $345.00 ParkSense Rear Park-Assist System - $295.00 Rear Hinged Doors with Deep Tinted Glass - $295.00 Speed Control - $295.00 Upper and Lower Side Wall Paneling Group - $295.00 LED Cargo Areas Light Bars - $285.00 225/75R16C BSW All-Season Tires - $250.00 Driver/Passenger 6-Way Adjustable Lumbar Seats - $245.00 Power Folding/Heated Mirrors - $245.00 Security Alarm - $245.00 DOT Certified Roadside Safety Kit - $195.00 Heated Driver Seat - $195.00 Leather-Wrapped Steering Wheel - $195.00 SiriusXM Sat Radio w/1-Year Subscription - $195.00 Rear Assist Handles - $150.00 Heated Passenger Seat - $145.00 Instrument Panel Bright Bezels - $95.00 12-Volt Rear Auxiliary Power Outlet - $45.00
  2. It feels somewhat weird to be writing a review of the 2018 Ram 1500 as the 2019 model begins to slowly roll out to dealers. Ram is trying their best get the 2018s out the door. At the time of this writing, Ram is offering up to $12,356 bonus cash on certain 1500 models. Seems very tempting, but are there some other reasons to consider the older 1500 over the new one? Design is very subjective. One person may like the design of a vehicle, while the another may think it is quite ugly. Case in point, I’m not a fan of 2019 Ram 1500. The new shape makes the Ram look like any other pickup truck on sale. At least the 2018 model still retains the big-rig styling that was introduced with the 1994 Ram 1500. The front end is in your face with a large grille, square headlights, and muscular hood. The side profile shows off a set of 20-inch wheels standard on the Limited and the optional RamBox storage system. That isn’t to say the 2018 Ram 1500 doesn’t have design issues either. The Limited trim swaps the standard crosshair grille for one that features ‘RAM’ in big letters. It is just a bit much and doesn’t quite fit in with the rest of the truck. Since our last review of the Ram 1500 in 2016, not much has changed in the interior. It still has one of cleanest layout for controls and material quality is quite high. Some will snicker at the belt-buckle seat pockets and a ‘Limited’ badge stitched in the center console, but thankfully those touches are only on the higher end models. I do wish Ram would put in a telescoping adjustment for the steering wheel as it would make easier to find a comfortable driving position. The adjustable pedals alleviate this issue somewhat. One change I was glad to see was the newest version of UConnect being installed on the 2018 model. This brings an updated interface and compatibility with Android Auto and Apple CarPlay. The new interface makes UConnect even easier to use with clearer text and brighter screen. Integration with Apple CarPlay is one the best as it only took a few seconds for the system to find my phone and bring up the CarPlay interface. If you decide to go with the Limited, the only engine on offer is the 5.7L HEMI V8 with 395 horsepower and 410 pound-feet of torque. An eight-speed automatic and four-wheel drive complete the powertrain. Those wanting other options will need to drop down to one of the lower trims. On paper, the HEMI V8 seems like a capable performer with close to 400 horsepower. On the road, the HEMI doesn’t quite match up to those expectations. Despite having a muscle car snarl when accelerating, the HEMI V8 is noticeably slower than competitors. As an example, the Ram 1500 took a few ticks longer to hit 70 mph than the previous GM or Toyota full-size trucks I have driven. I cannot pinpoint the possible culprit to this, but I have the feeling the truck’s curb weight and the eight-speed automatic play a role. EPA fuel economy figures for the 2018 Ram 1500 with the HEMI V8 and four-wheel drive are 15 City/21 Highway/17 Combined. My average for the week landed at 14.7 mpg in mostly city driving. Ram still holds an edge when it comes to the ride quality. The coil-spring setup for the rear suspension gives the truck a ride quality more akin to a sedan with most bumps being smoothed over. This truck also came with an optional air suspension which lowers the truck at highway speeds to improve fuel economy. It also makes getting in and out of the Ram 1500 slightly easier. One item I hope Ram has improved with the 2019 model is the steering. The system used in the 2018 Ram 1500 is quite slow and light, meaning it takes more effort to do simple tasks such as pulling into a parking spot. The Ram 1500 Limited is only available in one configuration - Crew Cab, 5’7” cargo bed, 5.7L HEMI V8, and 4WD. Base price is $56,375, with our test truck coming in at $63,870. For most folks, I would recommend dropping down to the likes of the Big Horn or Laramie as they offer more configuration options in terms of powertrains, cabs, and features. Aside from the deep discounts being on offer for the 2018 Ram 1500, deciding whether to go for the old or new model will come down to personal desires. For some, seeing the various improvements and the shiny new body will draw them towards the 2019 model. For others, the deep discounts and being a proven product will bring them over to the 2018 model. I fall into the latter category at the moment, but it might change whenever I get the chance to drive the 2019 Ram 1500. Disclaimer: Ram Provided the 1500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Model: 1500 Trim: Limited Engine: 5.7L HEMI VVT V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 395 @ 5,600 Torque @ RPM: 410 @ 3,950 Fuel Economy: City/Highway/Combined - 15/21/17 Curb Weight: 5,387 lbs Location of Manufacture: Warren, MI Base Price: $53,595 As Tested Price: $63,870 (Includes $1,395 Destination Charge and $300 Suede Headliner Delete Credit) Options: Limited Package 26V - $3,200.00 Limited Tungsten Edition - $1,825.00 Ram Box Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $595.00 Anti-Spin Differential Rear Axle - $435.00 Single Disc Remote CD Player $345.00 Trailer Brake Control - $295.00 3.92 Rear Axle Ratio - $95.00
  3. It has been a rough start for the 2019 Ram 1500 production line. FCA CEO Sergio Marchionne said on an earnings call last week that the Sterling Heights Assembly plant, home to the 2019 model is only operating at 60 percent of where the company wants it to be. Automotive News learned from sources at the FCA and suppliers that the plant was building around 1,000 trucks per day last week. "That's not where we need to be. We allowed enough time in 2017 to get that installation up, but it's proven to be challenging," said Marchionne. Why the low production rate? A union source explained there are a few reasons. One is that suppliers are having a difficult time with providing parts for two-generations of the Ram 1500 - FCA is planning on building the last-generation model to help keep sales up while production ramps up on the next-generation 1500. The Sterling Heights' plant is also undergoing construction for the 2019 Ram 1500, which cuts the number of trucks that can be built. Also, the union source said that some workers still lack proper training on building the new model. Another source said that more than 2,500 2019 Ram 1500s were sitting in holding areas due to an electrical issue. Once fixed, the trucks will be shipped out to dealers. Getting production up and running for the 2019 Ram 1500 is important for FCA. Marchionne said it and the redesigned Jeep Wrangler need smooth launches if the company wants to achieve its financial goals for this year. To this end, the company is planning on spending more than $300 million to get the production ramp-up back on track. Automotive News also obtained a revised production calendar from March that indicates FCA will run the Sterling Heights plant every weekend and holiday through Labor Day. Source: Automotive News (Subscription Required)
  4. In a couple of weeks, Fiat Chrysler Automobiles will roll out the 2019 Ram 1500 at the Detroit Auto Show. Before this, a fresh stack of spy photos have made their way online revealing the front end. The biggest change is Ram dropping the oversize, rectangular grille that has been a key part of their trucks for a number of years. In its place is a hexagonal grille with a narrow bar and 'RAM' name. We're thinking this could be one of a range of different grille inserts for the truck. There are square headlights featuring some sort of LED lighting. The rest of the front looks to be an evolution of the current model. From a previous report, we're possibly expecting some sort of split tailgate for the rear, along with the return of the RamBox storage system. Source: Autoblog, Motor1
  5. A few years ago, reports popped up about a patent filed by Fiat Chrysler Automobiles. It was a tailgate that could be folded down or split open into two swing-out halves. That patent has now become reality as a new set of spy photos reveals a next-generation Ram 1500 sporting one. Compared to the original patent filing which showed a 50/50 split, the one shown in the spy photos appears to be a 70/30 split. We're assuming this to allow Ram to use the same handle mechanism on this and a standard tailgate. The one item the spy photos don't tell us is how you open the split tailgate. There might be handle on the top of the tailgate, but we're speculating here. There were some other Ram 1500 mules capture who had their tailgates covered up. But they did reveal that the RamBox storage system would be making a return. Source: Autoblog, AutoGuide
  6. There have been countless rumors and leaks pertaining to the next-generation Jeep Wrangler. But now we have something official from Fiat Chrysler Automobiles. An employee from FCA tweeted out a picture charting how some of its plants will retool for various products in the coming year. The picture confirms that the Wrangler will be shown in November and enter production sometime in the fourth quarter. There is also the mention of the next Ram 1500 debuting in January with production beginning sometime in the first quarter. It would be safe to assume that the Wrangler will be shown at LA and the Ram 1500 at Detroit. We also learned that an updated Cherokee will go into production early next year, but no mention of a possible reveal date. Source: Jeff Bennett on Twitter
  7. The current Ram 1500 has been with us since 2009 and it is clear that it needs a major overhaul in light of the updated Ford F-150 and upcoming redesigns of GM's half-tons. We now have gotten our first look at the next-generation model - codenamed DT. Ram has gotten this mule fully covered up, but we can make out some key details. It looks like Ram is going evolutionary in terms of the 1500's design with the blunt shape and crosshair grille. The mule seen here is the Mega Cab variant with its larger rear doors. The spy shots given to Car and Driver also give us a good idea of what changes are taking place inside. It appears that Ram is getting the newest version of UConnect along with redesign controls for the audio and climate system. Towards the bottom of the center stack, you can make out a set of aeronautical-style switches and the rotary gear selector. In terms of engines, the next-generation 1500 will retain the 3.6L V6 and 5.7L HEMI V8. Rumor has it that the V6 could get direct-injection. The fate of the EcoDiesel appearing the next-gen pickup depends on the legal proceedings dealing with illegal software on the current EcoDiesel engine. Expect to see the debut of the next Ram 1500 sometime next year. Source: Car and Driver
  8. It is quite amazing how in the past few years, the humble heavy-duty pickup has morphed into a prized luxury vehicle. You might think that I am crazy for writing this, but consider how in the few years, truck manufacturers have been tailoring their models to appeal to a new audience. From new trim levels that focus primarily on luxury to new features that one would expect to find in an expensive sedan such as massaging front seats and high-quality leather. That doesn’t mean these luxury pickups have forgotten their main priority; to shoulder the weight of the world in terms of hauling and towing. Recently, we spent a week in the GMC Sierra Denali 2500HD and Ram 2500 Laramie Longhorn to get a reading on where luxury heavy-duty trucks currently stand. Exterior Neither one of these trucks has gone through any significant changes since we last reviewed them. The 2500HD comes with a new hood scoop if you option the Duramax V8 turbodiesel, while certain Ram models such as our tester come with a new grille insert featuring “RAM”. The two trucks could not be more different in terms of design elements. The Denali is more modern with a mesh grille, square headlights with LED strands, and a seemingly endless amount of chrome trim. We've found ourselves wondering if we could blind anyone while driving if the sun hit the Denali in just the right way. Meanwhile, the Laramie Longhorn feels right at home on a farm or ranch. The two-tone paint scheme of brown and beige really sets off the Ram 2500, along with the meaty 18-inch chrome wheels. The ‘RAM’ grille is a bit much, but at least it doesn’t come with large chrome lettering on the tailgate that can be reportedly seen from space. Our test truck came with Ram Box storage system. We like the additional storage and ability for the boxes to be locked, but it also means the bed is slightly narrower than a truck without it. Interior At one time, Sierra Denali was considered the pinnacle of luxury for pickup trucks. But now it pales in comparison to the likes the Ram and Ford. The Sierra Denali has the basics such as leather upholstery and stitching on the dash. But that’s about it as there isn’t the option of wood or aluminum trim. Instead, you get painted and faux-chrome like on other Sierra models. A lack of special touches hurt the Denali as well. It would be nice if there was some exclusive feature for the Denali such as a premium audio system or massaging seats. On the upside, the dashboard is laid out in a logical fashion and controls are within easy reach. Both rows of seats provide excellent support for long trips and plenty of space for most passengers. The Sierra also earns points for having numerous USB ports. Getting in and out of the Sierra 2500HD is slightly easier than the Ram 2500 as the cab height is slightly lower. Ram does a better a job in terms of luxury appointments. The Laramie Longhorn features what Ram calls ‘Natura Plus’ leather that feels quite nice when you run your hand across it. Real wood is used on the steering wheel and center stack trim to set it apart from other trims. Rear seat passengers will like the availability of heated seats, something not available on the Denali. There are other touches such as different background for the gauge package and seat pockets that are designed to look like saddle bags. It might look ridiculous to some, but Ram deserves some credit for trying to stand out. Like the Sierra, Ram has a well-laid out dashboard with controls in the place you would expect. Seats aren’t as comfortable as the Sierra, but the 2500 does match it in terms of interior space. The Ram 2500 is somewhat harder to get in as feel like to you have to take a running leap, despite there being entry rails and grab handles. It is also quite the drop when getting out. Technology If there is an area that the Sierra leapfrogs the Ram, it is in technology. The Denali comes with an eight-inch screen featuring GMC’s Intellilink system as standard. This system has been improving since we first tried it a few years ago with improved performance and better stability. The only thing that needs to fixed is the slow response of the navigation system when first launched. Using the system is easy thanks to a simple interface and physical buttons underneath the screen. The addition of Apple CarPlay and Android Auto give Intellilink more of an edge over other systems. Ram’s UConnect system was for a time considered one of the best systems thanks to a large screen and interface that offers large touchscreen buttons. It still retains these plus points, but it looks quite dated to the system found in the Sierra. A lot of this comes down to the interface which hasn’t changed since UConnect was launched a few years ago. There is a new version of UConnect that FCA has implemented into various models such as the Pacifica and the 2017 Dodge Charger that brings an updated look along with Apple CarPlay and Android Auto compatibility. Sadly, the Ram 2500 misses out on this and it is unclear whether it will get in this current-generation or in a redesign. Performance Both trucks came with their respective optional diesel engines. For the Sierra Denali 2500HD, it is an updated 6.6L Duramax turbodiesel V8 offering 445 horsepower and 910 pound-feet of torque. Ram sticks with 6.7L Cummins turbodiesel inline-six with 370 horsepower and 800 pound-feet of torque. Both engines come paired with six-speed automatic transmissions, but the Ram is available with a six-speed manual. On paper, the Sierra Denali 2500HD smokes the Ram 2500 Laramie Longhorn and this plays out in the real world as well. The Duramax gets the Sierra 2500HD up to speed at a surprising rate. It feels more like a muscle car thanks to an abundance of low-end torque and being the lightest truck in the class - 6,532 lbs for a 4WD crew cab and 6’6” box vs. 7,625 lbs for the Ram 2500 when similarly equipped. A lot of these performance gains come from changes GM made to the Duramax V8 for 2017 with most of the engine’s internals being replaced and new cool air system with a hood vent. Aside from increased power, the changes also affect how quiet this engine is. Start the engine up and you’ll faintly hear the diesel clatter from inside. The 6.7L Cummins cannot match the Duramax in outright performance. It takes about a second or two longer to hit the same speed as the Duramax. The large deficit in power and being slightly heavier than the Sierra 2500HD are the main reasons as to why. Not helping matters is the Cummins being quite louder than Duramax. At idle, it sounds like a semi-truck. Fuel Economy Neither truck is rated by the EPA as they're exempted from testing due to their heavy weight. In our week-long evaluation, both trucks returned an average of 15 mpg in mostly city driving. Towing Ram shines here as the maximum tow rating for our particular configuration (crew cab, 6’6” bed, and 4WD) comes in 17,200 lbs. GMC comes up short at 13,000 lbs in the same configuration. Ride and Handling While the Sierra Denali 2500HD may trail the Ram in terms of towing, it runs away when it comes to the ride. Despite sticking with a set leaf-springs in the rear, the Sierra 2500HD does a better job smoothing out bumps than the Ram’s coil-spring setup when the beds are empty. Fill them up and it becomes a dead heat in terms of ride quality. Ram does claw some points back as body motions are controlled better when turning and the steering doesn’t wander as much when driven on the highway. Noise isolation goes to the GMC as there has been a fair amount of work done on adding more sound insulation to the truck, along with the improvements made to the engine. Value Both of these trucks are expensive propositions. The Ram 2500 Laramie Longhorn comes in at $73,310 as equipped and the Sierra Denali 2500HD is slightly less at $70,540. The key reason for the high prices are the optional diesel engines - $8,700 for the Ram and $9,550 for the Sierra. Considering how much power you get, we give this to Sierra by a hair. Verdict If we consider these two trucks as luxury models, then we would rank the Ram 2500 Laramie Longhorn ahead of the Sierra Denali. It makes passengers feel special with various touches such as the unique leather for the trim and heated rear seats. But both trucks pale in comparison to all-new Ford F-Series Super Duty that brings massaging seats and impressive material qualities in its top trim. But when it comes to heavy-duty truck things, the GMC Sierra Denali stands above. While the Ram 2500 may have the more impressive towing numbers, the Sierra fights back with the more powerful diesel engine, better NVH containment, and a more comfortable ride. Hence why it takes this comparison test by a very narrow margin. Disclaimer: Fiat Chrysler Automobiles and General Motors Provided the trucks, Insurance, and One Tank of Gas Year: 2017 Make: GMC Model: Sierra 2500HD Trim: Denali Engine: 6.6L Duramax Turbodiesel V8 Driveline: Allison Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 445 @ 2,800 Torque @ RPM: 910 @ 1,600 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 6,532 lbs Location of Manufacture: Flint, MI Base Price: $58,495 As Tested Price: $70,540 (Includes $1,195.00 Destination Charge and $750.00 Duramax Plus Package Discount) Options: Duramax Plus Package - $9,550.00 Power Sunroof - $995.00 Dark Slate Metallic - $395.00 5th Wheel/Gooseneck Trailer Hi Tch Prep Package - $370.00 Off-Road Suspension Package - $180.00 Roof Marker Lamps - $55.00 Radiator Cover - $55.00 Year: 2017 Make: Ram Model: 2500 Trim: Laramie Longhorn Engine: 6.7L Cummins Turbodiesel Inline-Six Driveline: Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 370 @ 2,800 Torque @ RPM: 800 @ 1,600 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 7,625 lbs Location of Manufacture: Saltillo, Mexico Base Price: $57,575 As Tested Price: $73,310 (Includes $1,395 Destination Charge) Options: 6.7L Cummins Turbodiesel Inline-Six - $8,700.00 RamBox Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $545.00 Convenience Group - $395.00 Wheel to Wheel Side Steps - $395.00 Center High-Mount Stop Lamp w/Cargo View Camera - $345.00 LT275/70R18E OWL On/Off-Road Tires - $245.00 Off-Road Package - $200.00 Keyless Enter n' Go - $195.00 Power Chrome Trailer Tow Mirrors w/Power Fold Away - $195.00 Rear Window Defroster - $195.00 Clearance Lamps - $95.00
  9. After a brief hiatus, Ram is reintroducing the EcoDiesel for the 2020 Ram 1500 and in doing so, snatches away the torque crown held briefly by GM with their inline 6-cylinder diesel. The 3.0 L V6 Diesel in the 2020 Ram produces 480 lb-ft of torque at 1,600 rpm, 20 more than the 460 in the GM Inline-6, while horsepower increases to 260 hp at 3,600 rpm, a bit lower than the GM's 277 hp and the Ford Powerstroke 250 hp. The EcoDiesel is a DOHC V6 and achieves these numbers with a new generation water-cooled variable geometry turbo charger, higher compression ratio, redesigned cylinder heads, lightweight aluminum alloy pistons, and a redesigned EGR system. The EcoDiesel will be available in all models and configurations, including for the first time, the Ram Rebel. The 2019 Ram 1500 Classic is offered with the previous generation of this engine. The engine will be produced at FCA's facility in Ferrara, Italy.
  10. RAM sees a Dakota-sized hole in their lineup and FCA CEO Mike Manley says he wants that hole filled fast. Part of the issue is that Ram currently does not have a platform to use for a mid-size pickup. The Jeep Gladiator, while considered a mid-size, has a different mission in life. It is positioned, and priced, as a premium product with an MSRP starting over $33,000 where competitors like the Ranger and Colorado start in the mid-$20k range. Furthermore, the new product will not be built on the Gladiator platform, further increasing costs and development time. The current estimate is that the Dakota, if that's what it is called, will be introduced in the 2022 time frame. That puts RAM rather late to market as Ford has recently released the Ranger, and a new Nissan Frontier is on the way, and even Mitsubishi is working on a truck. In the meantime, RAM plans to keep building the RAM 1500 classic for an extended period of time alongside the new 2020 RAM 1500 model. Fleet and commercial customers like the lower price of the RAM Classic and sales have remained brisk.
  11. Ram has announced pricing on the Ram 2500 and 3500 Heavy Duty pickups. A base 4x2 Tradesman Regular Cab 2500 will have an MSRP of $33,395 plus destination charge of $1,695. The base engine is a 6.4 liter Hemi V8 delivers 410 horsepower and 429 lb-ft of torque. The top configuration is a Ram 3500 Limited Megacab listed for $65,050. Option engines include the Cummins Turbo diesel with 6-speed Alison transmission for $9,100 while the high-output Cummins with 1,000 lb-ft of torque is available on 3500 models only as an $11,795 upgrade and is capable of towing more than 35,000 lbs. The 2019 RAM Heavy Duty debuted last month a the North American International Auto Show in Detroit. Related: DETROIT 2019: 2019 RAM HD TRUCKS Ram press release on Page 2 Ram Announces Pricing of 2019 Ram Heavy Duty Pickups and Chassis Cab Trucks New 2019 Ram 2500 and 3500, the heavy-duty pickup segment’s benchmark for ride and handling, luxury, materials, innovation and technology, starts at $33,395 1,000-lb.-ft. high-output Cummins Turbo Diesel priced at $11,795. 2019 Ram 3500, 4500 and 5500 Chassis Cab commercial trucks — Ram’s heaviest haulers, built for unforgiving duty cycles — start at $34,750 February 19, 2019 , Auburn Hills, Mich. - Ram Truck today announced the new 2019 Ram Heavy Duty pickup truck will have a starting Manufacturer’s Suggested Retail Price (MSRP) of $33,395, plus $1,695 destination fee. "In launching the new 2019 Ram Heavy Duty pickups and Chassis Cab trucks, we knew it was important to offer class-leading capability, features and technology. But it's also important to offer our great products at a competitive price,” said Reid Bigland, Head of Ram Truck Brand – FCA. "We feel that we've delivered the right mix that Ram Truck customers – across a broad spectrum – will appreciate." The new 2019 Ram Heavy Duty is available in a wide range of offerings, from the well-equipped Ram 2500 Tradesman regular cab 4x2’s $33,395 MSRP to the technology-leading Ram 3500 Limited Mega Cab 4x4 with 12-inch Uconnect 4C touchscreen at $67,050 plus destination. Pricing of all models reflects the standard 6.4-liter HEMI® V-8 engine with 8-speed automatic transmission. The optional 6.7-liter Cummins Turbo Diesel with 6-speed automatic transmission is $9,100, while the optional 1,000 lb.-ft. of torque Cummins High Output (3500 only), mated to the Aisin 6-speed transmission, is $11,795. The new Ram Heavy Duty also sets benchmarks in ride and handling, luxury, materials, innovation and technology, extending well past any competitive offerings. Giving maximum effort all day, every day with confidence, the new 2019 Ram Heavy Duty line of pickups steps forward with the full force of modern capability. The new Ram Heavy Duty made its worldwide debut at the North American International Auto Show in Detroit in January where its class-leading capability with the segment’s highest torque ratings, highest towing at 35,100 lbs. and highest payload at 7,680 lbs. wrote the headlines. The 2019 Ram Heavy Duty will deliver new features and technologies that make hitching trailers easier and will provide confidence while towing. New features include adaptive cruise control and Forward Collision Warning, both with full stop while towing, 360-degree surround-view camera, trailer reverse guidance, cargo-view camera with dynamic gridlines, auxiliary cameras and bed-lowering mode. The new 2019 Ram 3500, 4500 and 5500 Chassis Cab commercial trucks also recently made their debut at the Chicago Auto Showearlier this month. The Chassis Cab lineup will have a starting MSRP of $34,750, plus $1,695 destination fee. The 2019 Ram 3500, 4500 and 5500 Chassis Cab will usher in a new generation of work trucks — one that leads the segment in capability, but also never-before-offered comfort and technology. Ram Chassis Cab trucks are the most durable, most capable and most confident cab and chassis trucks Ram has ever engineered. Ram’s heaviest haulers are built for unforgiving duty cycles while achieving new levels of efficiency and up-fitter friendliness. About Ram 2500 and 3500 Heavy Duty Pickups Ram is introducing the most powerful pickup ever – the new 2019 Ram Heavy Duty. The Ram Heavy Duty pickup is the first to break the 1,000 ft.-lb. barrier and tow more than 35,000 lbs. But comfort does not take a back seat to capability in new Ram Heavy Duty pickups. Ram has improved the towing and hauling experience by focusing on confidence-inspiring features and class-exclusive vehicle safety, while adding many features from the award-winning 2019 Ram 1500. The new 2019 Ram 2500 and 3500 Heavy Duty was designed from the outset to deliver the segment’s highest levels of capability, without compromising comfort. With 35 all-new and 21 class-exclusive features, Ram combines benchmark performance with strength, luxury and technology. Ram Heavy Duty trucks offer better ride quality than competitors’ trucks, made possible by a five-link coil suspension or optional air suspension on Ram 2500 and a supplemental air bag suspension option on Ram 3500. Ram trucks are proven to last, built with a commitment to quality, reliability and durability. About Ram 3500, 4500 and 5500 Chassis Cab Trucks The 2019 Ram Chassis Cab brings the highest capability, advanced technology and premium trims to the commercial work truck segment. The new 2019 Ram 3500, 4500 and 5500 Chassis Cab trucks will usher in a new generation of work trucks – one that leads the segment in capability, but also never-before-offered technology and premium appointments. Ram Chassis Cab trucks are the most durable, most capable and most confident cab and chassis trucks Ram has engineered, with a segment-leading towing capacity up to 35,220 pounds, the highest Gross Combined Weight Rating of 43,000 pounds and payload up to 12,510 pounds, Ram’s heaviest haulers are built for unforgiving duty cycles while achieving new levels of efficiency and up-fitter friendliness. About Ram Truck Brand In 2009, the Ram Truck brand launched as a stand-alone division, focused on meeting the demands of truck buyers and delivering benchmark-quality vehicles. That focus leads Ram to design the industry’s most innovative, award-winning trucks, emphasizing durability, strength, technology and efficiency. With a full lineup of trucks, including ProMaster and ProMaster City vans, the Ram brand builds trucks that get the hard work done and families where they need to go. From the no-compromise Ram 1500 that defines the future of pickup trucks with innovative design, the highest quality materials and class-exclusive technology, to the Ram Heavy Duty which combines the ability to out-power, out-tow and out-haul every single competitor with the segment’s most comfortable ride and handling, Ram is committed to product leadership. Ram continues to outperform the competition and sets the benchmarks for: Most powerful: 1,000 lb.-ft of torque with Cummins Turbo Diesel Highest towing capacity: 35,100 lbs. with Ram 3500 Heaviest payloads: 7,680 lbs. with Ram 3500 Most luxurious: Ram Limited with real wood, real leather and 12-inch Uconnect touchscreen Best ride and handling with exclusive link coil rear and auto-level air suspensions Most interior space with Ram Mega Cab Most capable full-size off-road pickup – Ram Power Wagon Highest owner loyalty of any half-ton pickup Over the last 30 years, Ram has the highest percentage of pickups still on the road Giving maximum effort all day, every day with confidence, the Ram Truck lineup steps forward with the full force of modern capability providing confidence-inspiring features and class-exclusive vehicle safety.
  12. GMC will not be the only truck manufacturer to offer a trick tailgate. Ram Trucks has announced a new Multifunction Tailgate as an option for the 2019 Ram 1500. The tailgate offers the capability of a standard tailgate that allows it to be flopped down either by pulling on the handle or using the remote tailgate release. But where the tailgate stands is the ability to be opened on either side via a set of side hinges. The doors split 60/40 and swing out to a max of 88 degrees. You can have both doors opened, or just one side. Ram is quick to point out this new tailgate is still as capable as the standard one, offering a 2,000-pound load rating. Ram also joins Ford and General Motors by offering an integrated bed-step. The step hides under the rear bumper until you "kick" it out. The tailgate will be a $995 option when it becomes available in the second quarter. The step will be a $295 option. Gallery: Ram 1500 Multifunction Tailgate Source: Ram Trucks Ram Adds Multifunction Tailgate to 2019 Ram 1500 February 6, 2019, Auburn Hills, Mich. - Ram Truck today unveiled a new Multifunction Tailgate that adds even greater utility to the truck industry’s cargo-management and storage leader. The Ram 1500 Multifunction Tailgate feature is unique among all pickups, and offers customers cargo-access flexibility without compromise. In addition to retaining the capabilities of a fully-dampened, drop-down tailgate with remote release options, the Ram Multifunction Tailgate adds a first-of-its kind 60-40 split, swing-away functionality. Ram Multifunction Tailgate’s dual side-hinged tailgate doors further enhance the 1500’s bed access and utility. Independent opening features make curbside loading easier. Being able to access the bed closer to the bumper makes stepping up easier; makes loading bulky item easier; makes unloading and washout easier and allows forklift loading. Unlike other multi-element tailgates, the Ram Multifunction Tailgate is trailer-friendly and does not require that the trailer and hitch be removed before opening. With a 2,000-lb. load rating, Ram Multifunction Tailgate retains all of the traditional tailgate’s capability. “The Ram Multifunction Tailgate is intuitive to operate, and owners will find it immediately useful,” said Reid Bigland, Head of Ram Brand – FCA. “Combined with Ram’s class-exclusive RamBox feature and new tailgate step, we’re taking Ram’s cargo management and storage to the next level.” Packaged with a spray-in bedliner, the Ram Multifunction Tailgate has four configurations: open flat, open left door only, open right door only and open both doors. Each door swings open 88 degrees, and access can be further enhanced via a retractable center-mounted step option. Among the 2019 Ram 1500’s other innovative storage solutions are the RamBox cargo management system. The RamBox system includes versatile, weatherproof, lockable, illuminated and drainable storage bins built into the bed rails. RamBox bins also feature a handy115-volt, 400-watt outlet. Also available with RamBox is a pickup bed divider/two-foot bed extender and cargo rail system with four sliding, adjustable cleats. Interior storage was also high on the priority list for the new Ram 1500. A reimagined center console with 12 different storage configurations offers never-before-seen customization for the most active interior real estate. The Ram 1500’s second row includes seats that recline up to eight degrees, a true flat-load floor with integrated RamBins with tie-down rings and expandable under-seat storage. In total, the Ram 1500 features more than 151 liters of interior storage capacity -- nearly 100 percent more than the closest competitor. The Multifunction Tailgate will be available across all seven 2019 Ram 1500 models and will reach dealerships in the second quarter of 2019. Manufacturer’s Suggested Retail Price is $995. The optional center step is $295.
  13. We noticed there was something missing in the press release of the 2019 Ram 2500 and 3500 HD trucks, a launch date. Sitting on the media room on Monday, both Drew and I found it a bit odd there was no mention of a launch window. Most automakers give a possible idea of when their upcoming vehicle will launch, but nothing from Ram Trucks. We may have the answer as to why. Bloomberg is reporting that the Ram 3500 HD is awaiting emissions certification from the EPA to be approved before it can go on sale. One problem; the U.S. government is currently shut down and leaves the 3500 HD certification, along with other vehicles in limbo. “I am concerned, very concerned, because if it continues, it will have an impact on the launch. The earlier that it can be resolved, clearly the better, and obviously I’m not the only person saying that,” said FCA CEO Mike Manley. Ram has been riding an impressive sales momentum throughout 2018 and outsold the Chevrolet Silverado in fourth quarter sales to place behind the Ford F-Series. This pain inflicted by the shutdown could hurt Ram in terms of 2019 sales. Source: Bloomberg
  14. Ram released some teaser images on its website yesterday giving us a preview of the 2500HD and 3500HD that are due to be unveiled on Monday at the Detroit Auto Show. The images look like they are primarily from the top zoot Limited model, but in any case, show an aggressive grille, an attractive set of multibeam headlamps, and a RamBox. They also released a video that gives you some other hints like a column mounted shifter and a large infotainment screen. The RAM press conference is at 9:10 am on Monday, January 14th in the Detroit Cobo Center.
  15. It is no secret that Ram wanted to give the Ford F-150 Raptor a challenge. Look back to TRX concept from 2016 with its off-road suspension and a de-tuned version of the supercharged 6.2L Hellcat V8. Fast-forward to today and Ram has introduced a production version of the TRX and let's just say they took it to the extreme. No De-Tuned Hellcat! Open the hood of the Ram 1500 TRX and you'll find the 6.2L Hellcat V8 producing 702 horsepower and 650 pound-feet of torque. 0-60 mph takes a mouth-dropping 4.5 seconds and you'll be past the quarter mile in 12.9 seconds with an exit speed of 108 mph. Sure it isn't the full 707 horsepower, but Ram engineer's had to make some concessions for the TRX's off-road capability. For example, a high-mounted air induction system allows the TRX to ford a 32-inch body of water, but also requires more exhaust pipe to allow for easier breathing. Other modifications for the V8 include a new oil pan; the alternator being raised up, and a set of heavy duty filters. Power is routed to an eight-speed automatic and a four-wheel drive system. Ram employs a a new BorgWarner 48-13 transfer case to handle all of the performance from the Hellcat engine. A locking rear differential completes the four-wheel drive system. Not Your Normal 1500's Frame or Suspension Ram says the 1500 TRX's frame is 75 percent different from the standard 1500. The differences include thicker high-strength steel, boxed side rails, and certain parts being hydroformed. All of the changes are claimed to hold up better to high impacts such as landing from a jump than competitors (ahem Ford Raptor). A set of Bilstein Black Hawk e2 adaptive shocks with nitrogen-charged remote reservoirs handle damping duty. They can automatically adjust depending on the terrain, but the driver will able to control them via a set of settings. The front suspension features forge aluminum upper and lower control arms, while the five-link rear suspension has a new design to make space for a Dana 60 axle. A set of Goodyear Wrangler Territory 325/65R18 All-Terrain 35-inch tires with 17-inch beadlock-capable wheels provide the traction. Not Your Father's Ram Its clear that Ram allowed its designers to go mad with the TRX's design. There's a massive hood scoop with lighting, mean looking grille surround, composite fender flares, and a set of optional graphics. Move inside and there are some minor alterations such as a console-mounted shifter, drive mode selector being placed where the dial gear selector would be on other Rams, and a heads-up display - a first for any FCA model. So What's the Catch? That would be price which begins at $71,690 with a $1,695 destination charge. For the first year of production, Ram will offer a Launch Edition version with a special anvil gray paint and every option in the book for $90,265. You'll won't be waiting too long as the TRX arrives at dealers in the fourth quarter of this year. Source: Ram Trucks Press Release is on Page 2 All-new 2021 Ram 1500 TRX: Quickest, Fastest and Most Powerful Mass-produced Truck in the World With 702-horsepower 6.2-liter Supercharged HEMI® V-8 Engine 2021 Ram 1500 TRX Engineered to Handle the Most Punishing Conditions With Extreme Capability and to Outperform Every Other Truck 2021 Ram 1500 TRX, the apex predator of the truck world, is engineered to handle the most punishing conditions with extreme capability and durability, significantly outperforming every other truck New frame extensively uses high-strength steel that increases low-torsion attributes to amplify durability and stability Engineered to deliver a new level of truck performance, the 6.2-liter supercharged HEMI® V-8 engine sets new benchmarks for power and performance among half-ton pickups: Rated at 702 horsepower, 650 lb.-ft. of torque 0-60 miles per hour (mph) in 4.5 seconds; 0-100 mph in 10.5 seconds Quarter mile in 12.9 seconds at 108 mph Top speed of 118 mph High-torque-capacity TorqueFlite 8HP95 eight-speed automatic transmission delivers quick, crisp gear changes during both normal and performance driving conditions New, innovative dual-path air induction system delivers maximum output and feeds a steady supply of cool, clean air to the engine through the front grille and functional hood scoop Largest air filter in the segment uses dual filter elements and is designed for extreme, dusty environments with four times the dust trapping capacity when compared to the closest competitor Full-time active transfer case features upgraded internals for improved strength, durability All-new, unique suspension system with active damping, inspired by desert off-road racers, incorporates forged aluminum front upper and lower control arms with special attention to caster and camber angles during suspension cycling New independent front suspension system with active damping uses high-strength aluminum to maintain overall strength and durability TRX uses a Dana 60 solid rear axle with a 3.55 ratio featuring full-floating hubs and axle-hop damper for improved traction and axle control on rough surfaces. An electronic locking rear differential is standard for increased performance off-road Designed exclusively for TRX, new front and rear 2.5-inch Bilstein Black Hawk e2 adaptive performance shocks provide fast reaction time, unbeatable damping and improved heat dissipation for traversing harsh terrain at speeds greater than 100 mph Five-link coil suspension is tuned to deliver the best combination of ride, handling and comfort no matter the road surface Wheel travel is greater than 13 inches at all four corners, an increase of more than 40 percent compared to the rest of the Ram 1500 lineup All-new face of Ram includes modern Ram’s head logo and “R-A-M” badge with flow-through lettering Functional hood scoop is responsible for 50 percent of air entering the 6.2-liter supercharged HEMI V-8 engine while the other 50 percent enters through the grille New integrated composite fender flares add 8 inches of body width and feature all-new steel box outers, creating a striking “hourglass” body New LED clearance lamps are cleverly integrated into the hood scoop and front bumper flares, amplifying the new aesthetic of the truck Full LED Adaptive Front-lighting System (AFS) includes twin bi-functional projector headlamps, fog lamps and taillamps with up to 15 degrees of direction control with steering input Most spacious interior in the segment offers new, authentic premium materials, colors and textures, including hand-wrapped leather instrument panels for unexpected luxury throughout All-new 2021 Ram TRX features three interior options, including premium cloth and vinyl, premium wrapped leather and suede, or premium wrapped leather and suede with available red and carbon fiber accents New flat-bottom steering wheel offers enhanced hand grips wrapped in leather with optional suede and carbon fiber accents. New aluminum paddle shifters stretch above and below the steering wheel spokes Reimagined center console with maximum storage includes a new performance-oriented floor shifter, wireless charging dock and five USBs, including Type A and C ports Custom specifications plate on the console lid lists which engine is under the hood, the type of supercharger Ram TRX uses, boost output, horsepower and the vehicle-specific Vehicle Identification Number (VIN) Ram TRX-specific transfer case switches are integrated into the dashboard along with Drive Mode selector and Launch Control Uconnect 4C NAV 12-inch touchscreen is standard equipment and includes SiriusXM 360L with Personalized Stations Powered by Pandora, which offers a custom listening experience through a 900-watt, 19-speaker Harman Kardon audio system All-new Head-up Display unit makes its FCA vehicle debut and can show up to five different content areas at once TRX touts the first FCA application of Drive Modes and Off-Road Pages with the Uconnect 4C NAV 12-inch touchscreen New Baja drive mode calibrates four-wheel-drive and steering systems, stability control, paddle shifters and suspension for ultimate desert performance, delivering maximum capability on undulating, loose surfaces Available digital rearview mirror replaces the traditional rearview mirror with a 9.2-inch-wide LCD monitor Trailer Reverse Steer Control is an available standalone option on Ram TRX and uses a dial to point the trailer in the desired direction while the system controls the steering wheel More than 100 active and passive safety and security features, including ParkView rear backup camera with dynamic grid lines, electronic stability control (ESC) with electronic roll mitigation and six air bags. Available features include Blind-spot Monitoring, adaptive cruise control, Ready Alert Braking and Full-Speed Forward Collision Warning-Plus, available All-new 18-by-9-inch aluminum wheels are available in both standard and a beadlock-capable option Goodyear Wrangler Territory 325/65/R18 All-Terrain 35-inch tires, developed exclusively for Ram TRX, achieve unmatched levels of wear resistance, traction and reduced road noise Ram TRX offers the largest front brakes in the segment at 15 inches Ram TRX has a maximum payload of 1,310 pounds and maximum trailer tow of 8,100 pounds Ram TRX features a 2-inch ride height increase over Ram 1500, enabling 11.8 inches of ground clearance and capability of up to 32 inches of water fording All-new 2021 Ram TRX underwent rigorous testing in extreme environments across the continental United States to handle the most punishing conditions with extreme confidence, capability and durability August 17, 2020 , Auburn Hills, Mich. - The all-new 2021 Ram 1500 TRX is the apex predator of the truck world and cements Ram Truck as North America’s off-road truck leader. Ram TRX expands the light-duty lineup and sets new benchmarks for power and performance among half-ton pickup trucks with the 6.2-liter supercharged HEMI® V-8 engine. “The all-new 2021 Ram TRX sets the benchmark for extreme performance pickup trucks and solidifies Ram Truck’s position as the off-road truck leader,” said Mike Koval, Head of Ram Brand, FCA - North America. “Ram has a strong history of high-performance trucks and TRX adds to that while expanding the light-duty lineup with the segment’s best combination of performance, capability, luxury and technology.” Rated at 702 horsepower and 650 lb.-ft. of torque, the 6.2-liter supercharged HEMI V-8 engine powers the Ram TRX to a top speed of 118 mph. Combined with a high-torque-capacity TorqueFlite eight-speed automatic transmission, the Ram TRX delivers a new level of performance: 0-60 miles per hour (mph) in 4.5 seconds and the quarter mile in 12.9 seconds at 108 mph. A proven and reliable high-performance engine, the 6.2-liter supercharged HEMI V-8 engine delivers top output for extended driving sessions without degradation in performance. The 2021 Ram TRX benefits from up to 32 inches of water fording, up to 8,100 pounds towing and a maximum payload capacity of 1,310 pounds. New aesthetic design pairs chiseled form with extreme function The all-new 2021 Ram TRX features an aggressive stance and an impossibly wide, muscular body wrapped over the top of it. Like a mixed martial arts fighter in a tailored tuxedo, the Ram TRX makes an impactful visual statement with an acute “hourglass” body design that features composite flares and fender wells that have been stretched to cover aggressive 35-inch Goodyear Wrangler Territory 325/65/R18 All-Terrain tires. Ram TRX is 8 inches wider when compared to the rest of the Ram 1500 lineup, and the composite flares help to compensate for a 6-inch increase in track width. Normally, Ram 1500 features a wheel that is 8 inches wide, but the TRX design team had to accommodate a wheel that is 9 inches wide. The front axle was shifted 20 millimeters forward to accommodate the 35-inch Goodyear Territory All-Terrain tires that were designed exclusively for TRX. The 35-inch tires are available with 18-inch beadlock-ready wheels with accent color-matched rings. LED clearance marker lights flank the front bumper, creating a menacing light signature that further sets TRX apart from anything on the road – day or night. A new, aluminum hood features bright LED clearance lights that are integrated in the hood scoop. The hood scoop is responsible for 50 percent of air entering the 6.2-liter supercharged HEMI V-8 engine while the other 50 percent enters through the grille. Design elements, like the functional hood scoop, are complemented by secondary details, such as the functional air curtain just outboard of the headlamps, relieving high pressure zones at the front corners and allowing air to pass through the fenders. A unique R-A-M badge, front grille, hood, skid plates and steel bumpers help the TRX meet extreme functional objectives. The R-A-M badge is bigger when compared to the rest of the Ram 1500 lineup and features a new “flow-through” design that assists with airflow. All-black premium LED headlamps, including twin bi-functional projector headlamps, are standard. TRX buyers can choose an optional full-length rock rail for added body/sill protection or traditional off-road powder-coated aluminum running boards. Optional body-side and hood graphics are available as a pair or separately. Ram TRX features new box outers made of steel and are wider than that of a traditional Ram 1500. A bed-mounted spare tire carrier is available in addition to the standard full-size spare tire that sits underneath the bed, between the rear axle and trailer hitch. Premium LED taillamps are standard on TRX and the bezels allow for the Blind-spot Monitoring function to see around the extended box outers. Closing out the rear of the truck, a large R-A-M badge, similar to that seen on Rebel, stretches across the tailgate. Center identification marker lights, like what is seen on Ram Heavy Duty models, are tucked between the tailgate and rear bumper. The new aesthetic is taken to even higher levels of visual impact with oversized tow hooks, found at the front and rear of the truck, and integrated 5-inch dual exhaust ports driving the functional performance objective home. High-performance-inspired interior with authentic premium materials The 2021 Ram TRX combines all-new features, technology and authentic premium materials with extreme performance, class-leading quality, comfort and durability. The interior design team chose premium textures, colors and material, including available hand-wrapped leather instrument panels for unexpected luxury throughout. The all-new 2021 Ram TRX features three interior options, including premium cloth and vinyl, premium wrapped leather and suede, or premium wrapped leather and suede with available red and carbon fiber accents. Based on the Rebel layout, trucks outfitted with a TR Equipment Group will greet occupants with premium cloth and vinyl accents featuring black and Dark Ruby Red surfaces. Opting for the TR1 or TR2 Equipment Group provides an interior based on the Ram 1500 Limited and features an all-black color scheme with leather and suede to give TRX a unique feel. Heated and ventilated premium Natura Plus leather with perforated suede accents cover the front bucket and rear bench seats. The TR1 and TR2 Equipment Groups come standard with medium Greystone stitching and Graphite Metallic accents. The TR2 Equipment Group offers TRX red stitching and carbon fiber accents as an available option. Ram TRX features new front seats with enhanced upper bolster support and embroidered logos. TR1 and TR2 Equipment Groups feature a Modular Lightweight Load-bearing Equipment / Pouch Attachment Ladder System (MOLLE/PALS) on the seatback that enables bags and other equipment to be weaved in place. A new SRT-signature flat-bottom steering wheel, with enhanced hand grips wrapped in leather with optional suede and carbon fiber accents, enables performance driving. New aluminum paddle shifters stretch above and below the steering wheel spokes, allowing the driver to choose the proper gear with their fingertips. A console mounted performance floor shifter, which includes a cast metal main grip wrapped with semi-perforated leather, lends itself to spirited performance driving that TRX was bred for, while maximizing storage. Both the console and paddle shifters mark the debut of each in a Ram truck. The Drive Mode selector has been integrated into the dashboard above the transfer case switches and offers different modes of operation, indicated by a TRX pictogram for select environments: Normal, Wet/Snow, Off-road and Baja. A Launch Control button is easily within reach of the driver, sitting to the right of the transfer case switches, and is standard on TRX. Reinforcing TRX’s performance chops, an all-new Head-up Display unit can show up to five different content areas at once, including Lane Departure, Lane Keep Assist, adaptive cruise control, turn-by-turn navigation, current speed, current gear and speed limit. The Head-up Display is available on the TR2 Equipment Group and is a full-color unit accessible through the 12-inch Uconnect 4C touchscreen. A custom specifications plate on the console lid lists which engine is under the hood, the type of supercharger Ram TRX uses, boost output, horsepower and the vehicle-specific Vehicle Identification Number (VIN). A new, innovative dual-path induction system enables extreme performance The new 2021 Ram TRX is designed for class-leading, uncompromising performance in the harshest environments. Stratospheric power and performance numbers were achieved in part through a new, innovative dual-path air induction system that ensures the 6.2-liter supercharged HEMI V-8 engine receives a steady supply of clean, cool air regardless of inbound dirt and debris. The Ram TRX uses two paths to draw in outside air and routes it to a large, 29-liter air box that filters out dirt, sand, debris and water before getting anywhere near the engine. The innovative dual-path system pulls in outside air from a functional scoop in the hood and the upper edge of the grille. Air entering the grille flows to the bottom front of the air box, guided by tailored panels. The hood scoop ducts air to the bottom rear of the air box via ports that seal to the hood when it is closed. An air box support bar is precision-mounted in the engine compartment during vehicle assembly to ensure the hood intake seals to the air box ducts to prevent engine-heated air from entering the system. Directing incoming air to the bottom of the air box helps dirt and water settle out before the air reaches the filter elements, ensuring that the Ram TRX continues to perform in the most grueling environments. A one-way drain in the bottom of the air box evacuates water even when the vehicle is moving. Intake air is drawn upward from the box through twin, heavy-duty air filters that provide 198.4 square inches of filter surface area, four times the dust trapping capacity when compared to the closest competitor, to remove any residual dust or sand before the air is ducted. Unfolded, the filter surface medium covers 13.3 square feet. The entire Ram TRX intake system is engineered to minimize power-robbing air restrictions while ensuring only clean, cool air reaches the engine. Industry-standard testing shows that the Ram TRX far exceeds any competitor in the amount of time it can ingest dirty air and debris before performance is diminished. The Ram TRX’s air box is mounted at the top of the engine, making it easy to access should the owner choose to field-clean the high-performance filter elements. From modern muscle cars to high-performance SUVs, the 6.2-liter supercharged HEMI V-8 has earned a reputation as a potent, reliable power source that delivers head-turning power when ordered by the driver’s right foot and is also a smooth, efficient power plant at cruising speeds. To best match gear selection and shift points to the driver’s demands, the robust TorqueFlite 8HP95 eight-speed automatic transmission monitors inputs, such as engine torque gradients, throttle kick-down, longitudinal and lateral acceleration, detection of friction, downshifts and road grade. This versatile, well-developed, high-torque-capacity, eight-speed transmission delivers quick acceleration and precise, crisp, quick gear changes, enhancing ride quality to luxury car levels with consistent performance and drivability. Launch Control is standard with the 2021 Ram TRX and manages tire slip while launching the vehicle to give the driver consistent straight-line acceleration. Wheel speed sensors watch for driveline-damaging wheel hop at launch and, in milliseconds, provide inputs to the powertrain control module to modify the engine torque to regain full grip. The Ram TRX is also equipped with Jump Detection, which uses wheel-speed and ride-height sensors and accelerometers at each corner to identify when the vehicle is airborne and acts to prevent driveline-damaging power spikes. Acting in milliseconds, Jump Detection modifies engine speed and torque, gear selection, transfer case torque split, damping rates and other powertrain and suspension components through the landing to deliver optimum performance. Dynamic drive modes The 2021 Ram TRX uses performance-tuned software to pre-configure and distinguish five dynamic modes – Auto, Sport, Tow, Snow and Custom – enabling drivers to choose a vehicle setting that ideally meets their requirements and ambient conditions. The drive modes separately control the four-wheel-drive system, throttle response, transmission, paddle shifters, suspension and the electric power steering. All modes use active slip control that prevents binding and excessive slip from front to rear. Custom mode allows the driver to personalize the vehicle’s performance with a selectable driving experience, offering a multitude of vehicle system combinations. Separately, the Ram TRX features three dynamic off-road modes – Mud/Sand, Rock and Baja – enabling drivers to choose a setting that best fits the terrain around them. Like the on-road modes, the off-road drive modes control several systems, including the four-wheel-drive system, throttle response, transmission, paddle shifters, suspension and steering. Engineered to handle the most punishing conditions with extreme capability Designed bolt by bolt to significantly outperform every other truck, the 2021 Ram TRX has been rigorously tested to handle the most punishing conditions with extreme capability and durability. The 2021 Ram TRX’s frame is composed of thicker, optimally shaped, strategically placed high-strength steel that uses low-torsion attributes to increase durability and stability. Sections of the frame are hydroformed for dimensional accuracy, reducing the need for welding, and the side rails are fully boxed. The front rails use high-strength steel and hydroformed sections to set a strong foundation to better handle the front suspension load. Galvanized frame components provide improved corrosion protection. The Ram TRX boasts a ground clearance of 11.8 inches due in part to a 2-inch ride height increase when compared with the rest of the 1500 lineup, along with 35-inch tires. This combination enables TRX to clear surface obstacles easily and at high speeds. To protect critical components, including the front axle, transfer case, transmission pan and fuel tank, TRX employs five skid plates. A separate skid plate sits at the bottom of the front fascia, mitigating potential damage, and doubles as a belly pan. Heavy-duty gauge steel rock sliders are an available option. The use of lightweight, high-strength aluminum closures, including the doors, hood and tailgate, help reduce weight and boost fuel economy. Ram TRX also uses aluminum engine mounts, front axle center section, front suspension and transmission cross-members, front upper and lower control arms, front skid plate, transmission skid plate and steering system gear. An all-new independent front suspension system with active damping uses high-strength aluminum to maintain overall strength and durability. The all-new independent front suspension system includes new front upper and lower control arms made of forged aluminum with special attention paid to the caster and camber angles during suspension cycling. The new, longer, substantially sized front upper and lower control arms are constructed of 80-ksi high-strength steel and designed with a focus on additional wheel travel and axle track width. This new suspension system features upgraded components to provide more performance and improved endurance. Out back, the Ram TRX’s rear suspension had to clear packaging barriers and the engineering team took that into consideration with this unique application. The result is an innovative and durable solution that produces greater wheel travel without reducing cargo area in the bed. The 2021 Ram TRX uses an all-new rear suspension system with active damping and an exclusive five-link coil system for incredible ride characteristics and durability. The frame’s hard points for the five-link suspension system differ when compared to a standard-issue Ram 1500 and allow the Dana 60 rear axle to travel up to 13 inches. Overall, rear-wheel travel is increased to more than 13 inches from the standard 9 inches, or more than 40 percent when compared to the rest of the Ram 1500 lineup. The 2021 Ram TRX uses the proven five-link coil suspension configuration and provides better articulation over obstacles than a leaf-spring system. This suspension design reduces friction in the spring system and weighs significantly less than a comparable leaf spring system. At 600 millimeters in length, the robust rear springs are the largest ever applied on a non-commercial production vehicle. The robust coil springs are more than up to the task of handling a maximum payload of 1,310 pounds and towing capability of 8,100 pounds. New 2.5-inch Bilstein Black Hawk e2 adaptive performance shocks use precision-machined, single-piece construction comprised of rigid aluminum to reduce and dissipate heat and continuously adjust damping forces for optimal body control and terrain isolation. The adaptive performance shocks feature robust corrosion protection with a durable finish and directional-machined cooling fins aligned with air flow for more effective cooling. Dual Electronic Proportional Valves continuously adjust damping forces for precise, independent control of compression and rebound damping. A nitrogen-charged remote reservoir uses a hot-formed, zero-leak tube closure to ensure maximum durability during extreme on- and off-road events. A pressure-activated Triple Rod seal has been field-tested for long-lasting durability against contamination and leaks. Ram TRX uses stainless steel braided high-pressure hose to combat corrosion and abrasion while being able to resist up to 5,800 PSI. A high-strength, lightweight rock shield defends the piston rod against incoming rubble with a custom molded escape path for debris. The Bilstein Black Hawk e2 adaptive performance shocks have been tuned to demonstrate optimum balance between on-road handling and class-leading off-road capability. Ride comfort, body roll control and handling are significantly improved with the Ram-proprietary Active Terrain Dynamics suspension management system, new shock tuning, hard points and body mount strategy. In addition to a standard urethane jounce bumper, the internals of the Bilstein adaptive performance shock feature a Jounce Cut Off to create three zones for progressive bottom-out control during extreme compression events. All modes can reach peak compression damping for the most extreme events. The 2021 Ram TRX is a high-performance pickup truck built to handle the most punishing conditions with extreme capability and durability. To clear the elevated benchmarks and performance figures that TRX presents, a Dana 60 rear axle with full floating axle shafts is standard equipment and handles the increased torque output, rear electronic locking differential and 35-inch tires. The Dana 60 rear axle uses an axle hop damper that enables improved traction and axle control on rough surfaces. A new rear axle center section provides balanced performance and a locking differential for increased off-road performance. The Ram TRX is equipped with a new BorgWarner 48-13 full-time active transfer case that enables passage through any off-road obstruction or weather condition. This modified transfer case features upgraded internals for improved strength and durability. Ram TRX features a low range of 2.64:1 for rock crawling and can be flat-towed while in neutral. Off road, the 2021 Ram TRX will race to 100 mph with ease, and the segment’s largest brakes bring the TRX to a composed halt. Ram TRX relies on a four-wheel disc brake system and a hydraulic compensation unit to enhance brake pedal feel and performance during emergency maneuvers. Up front are two-piston monoblock calipers clamping down on 15-inch inverted hat (outboard venting) rotors for improved cooling. The rear uses single piston calipers with 15-inch rotors to provide incredible stopping power. An electronic parking brake holds the truck steady when applied and is standard. For the 2021 Ram TRX, engineers found that to maximize capability, it would call for a 35-inch tire. Developed exclusively for the Ram TRX, 35-inch Goodyear Wrangler Territory All-Terrain 325/65R/18 tires, featuring an aggressive tread and sidewall with D-load rating, are assigned the task. There are two different wheel designs that are available on TRX, including an 18-by-9-inch optional beadlock-ready wheel straight from the factory. An approach angle of 30.2 degrees, breakover angle of 21.9 degrees, departure angle of 23.5 degrees and a ground clearance of 11.8 inches allow the Ram TRX to go anywhere. Most technologically advanced pickup ever loaded with innovative, customizable features Designed to be the most technologically advanced pickup ever, the new 2021 Ram TRX is loaded with an array of innovative features combined with the award-winning fourth-generation Uconnect system that offers convenience and connected services, keeping Ram truck customers engaged and informed all while keeping their hands on the wheel and eyes on the road or desert path ahead. The 2021 Ram TRX interior’s high-tech centerpiece, the Uconnect 4C NAV 12-inch fully configurable touchscreen, is standard and allows for even more customization. Other features include SiriusXM with 360L, Personalized Stations Powered by Pandora and personal device integration. The touchscreen can house one application, such as the navigation map, across the entire 12-inch screen or can be divided in half, operating two different applications at once. A multifunction switch bank and the optional Trailer Reverse Steer Control sit below the touchscreen, giving physical control of specific features. Redundant HVAC controls are located on both sides of the display. An audiophile-quality audio system is offered to immerse passengers in the ultimate sound experience, including a class-exclusive 900-watt premium Harman Kardon audio system with 19 speakers and 10-inch subwoofer – the finest and most powerful audio system available in a pickup. Ram TRX uses a 7-inch thin-film transistor (TFT) cluster that is exclusive to the model and features a lit TRX badge, unique TRX colors and graphics with reconfigurable gauges. The same graphics appear on the 12-inch Uconnect 4C touchscreen, too. This is the first time that Drive Modes and Off-road Performance Pages are displayed on the 12-inch Uconnect 4C screen. Performance Pages Performance Pages give drivers the tools necessary to become familiar with their vehicle’s performance. The app provides access to real-time vehicle performance information, including timers (such as 0-60 mph elapsed time), g-force, gauges and engine performance. This data can be downloaded to a USB stick, allowing for easy sharing of your driving performance. Owners can also download data to the web. The introduction of the Ram TRX marks the first time Performance Pages is available on an FCA vehicle equipped with the Uconnect 4C NAV with 12-inch display. Off-Road Pages Off-Road Pages show ride height, the transfer case’s position, the pitch and roll of the vehicle and accessory gauges. The app is accessible through the 7-inch TFT cluster or Uconnect 4C NAV with 12-inch display. The introduction of the Ram TRX marks the first time Off-Road Pages is available on an FCA vehicle equipped with the Uconnect 4C NAV with 12-inch display. Forward-facing Camera As part of the available 360-degree Surround View Camera system, a forward-facing off-road camera allows obstructions ahead on the trail to be easily seen. The front camera sits under the crossbar that dissects TRX’s grille and can be accessed through the available Off-Road Pages. Digital Rearview Mirror An available digital rearview mirror option replaces the traditional rearview mirror with a 9.2-inch-wide LCD monitor. The digital rearview mirror displays video in real time from a rear-facing camera and can be turned off to revert back to a traditional reflective mirror. More than 100 available advanced safety and security features Safety and security were primary drivers in the development of the new 2021 Ram TRX, which offers more than 100 available active and passive safety and security features. Standard features include ParkView rear backup camera with dynamic grid lines, electronic stability control (ESC) with electronic roll mitigation and six standard air bags. Available features include Blind-spot Monitoring, adaptive cruise control, Ready Alert Braking and Full-Speed Forward Collision Warning-Plus.
  16. Ram has announced the pricing on the Ram 1500 EcoDiesel. The lowest priced model will be a Quad Cab 2wd Tradesman model, starting at $38,585 including destination charges. The EcoDiesel is a $4,995 option, making it about $3,000 more expensive than a V8 Hemi-eTorque. The EcoDiesel takes the crown as the half-ton diesel with the highest amount of torque, 480 lb-ft at 1,600 rpm, and highest towing capacity in the class at 12,560 lbs. Horsepower is rated at 260 at 3,600 rpm, an 8 percent increase over the previous version. Fuel economy ratings will be announced closer to release in Q4 this year. The new EcoDiesel will be available in all trims and configurations including the Ram Classic and the Ram Rebel. Here is how the Ram EcoDiesel stacks up to the completion from GM and Ford. RAM - 260 horsepower / 480 lb-ft at 1,600 rpm GM - 277 horsepower / 460 lb-ft at 1,500 rpm Ford - 250 horsepower / 440 lb-ft at 1,750 rpm Related: GM Delays Diesel Launch; Expands 6.2 V8 Availability GM Inline-6 Diesel Rated Ford Releases Details on 2018 F-150 Diesel Ram Press Release on Page 2 Pricing Announced for New 2020 Ram 1500 EcoDiesel 2020 Ram 1500 EcoDiesel pricing starts at $36,890, plus $1,695 destination New Ram 1500 EcoDiesel produces the highest half-ton diesel torque at 480 lb.-ft. and highest half-ton diesel towing capacity at 12,560 pounds Ram 1500 Rebel now available with EcoDiesel option for the first time Ram focused on establishing powertrain technology leadership in the truck segment Class-exclusive air suspension enhances fuel economy, improves ride control, off-road capability, ease of entry and exit, cargo-loading effort and features automatic load leveling August 16, 2019 , Auburn Hills, Mich. - Ram Truck today announced pricing for the 2020 Ram 1500 powered by the new 3.0-liter V-6 EcoDiesel engine with a Manufacturer’s Suggested Retail Price (MSRP) starting at $­­­­­­36,890 for the Tradesman Quad Cab 2WD, plus $1,695 destination. The EcoDiesel is a $4,995 option, or $3,000 premium over the 5.7-liter HEMI® V-8 eTorque ($3,300 on Tradesman, Big Horn/Lone Star, Rebel and Laramie base models). “The Ram 1500 EcoDiesel offers the best torque and towing among all half-ton diesel trucks,” said Reid Bigland, Head of Ram Brand. “Now with a 10-year track record, the Ram brand has emerged as a truck powertrain technology leader. Overall, the Ram 1500 EcoDiesel has outstanding pick-up truck capability and is truly in a class of its own.” The 2020 Ram 1500 EcoDiesel is available across all models and configurations, including a first-time offering in the Ram Rebel. The Ram 1500’s all-new 3.0-liter V-6 EcoDiesel leads the half-ton pickup truck segment in torque with 480 lb.-ft. and diesel towing capability of 12,560 pounds. The 2019 Ram 1500 Classic is also offered with the second-generation 3.0-liter EcoDiesel. Pricing for the Ram 1500 Classic EcoDiesel (Crew Cab 4x2) starts at $39,140, plus destination. Fuel economy ratings will be announced closer to when trucks go on sale early in the fourth quarter of this year. All-new EcoDiesel engine The third generation of the turbocharged EcoDiesel V-6 delivers increased torque and horsepower, along with superb fuel economy and minimal levels of noise, vibration and harshness (NVH) to meet the needs of Ram 1500 owners. In the 2020 Ram 1500, the 3.0-liter EcoDiesel V-6 is rated at a best-in-class 480 lb.-ft. of torque at 1,600 rpm, a 14 percent increase from the previous-generation EcoDiesel V-6, which peaks 400 rpm earlier. Horsepower increases 8 percent to 260 hp at 3,600 rpm. Several significant changes contribute to the new EcoDiesel’s improved dynamic and fuel economy performance. A new-generation water-cooled turbocharger with variable geometry is more efficient and provides improved response as engine rpms rise and fall Redesigned intake ports to improve engine performance and fuel economy Introduction of a dual, high-pressure and low-pressure exhaust gas recirculation system, a first for a diesel engine in North America. The EcoDiesel’s existing high-pressure EGR, with cooling exhaust gases drawn from the exhaust manifold, is augmented with a low-pressure EGR system that draws exhaust gases after they exit the diesel particulate filter. The addition of cooler, low-pressure exhaust gas makes a significant contribution to improved fuel economy and lower oxides of nitrogen (NOx) The compression ratio is changed to 16.0:1 from 16.5:1, which helps reduce exhaust emissions, particularly NOx Redesigned high-pressure (29,000 psi/2,000 bar) direct-injection fuel injector nozzles Combustion chamber geometry optimized to improve fuel economy Redesigned aluminum-alloy pistons improve fuel economy. The redesigned pistons use thinner piston rings and coating on the side skits to reduce friction The piston pin is offset 0.3 degrees from the centerline to reduce “piston slap” against the cylinder wall, minimizing NVH The lower portion of the two-piece oil sump uses a sandwiched polymer/metal material to reduce NVH The Selective Catalytic Reduction (SCR) system is 50 percent larger and incorporates a new-generation diesel oxidation catalyst with the Diesel Exhaust Fluid (DEF) system to reduce NOx New-generation brake system vacuum pump with low-friction blades contributes to improved fuel economy The upgrades build on the EcoDiesel V-6’s attributes and performance that made it a winner of Wards 10 Best Engines award for three consecutive years. The 3.0-liter EcoDiesel V-6 uses dual overhead camshafts (DOHC) with four valves per cylinder and a 60-degree angle between the cylinder banks. The block is cast with compacted graphite iron, which provides strength to dampen vibrations, but weighs less than grey cast iron. A compacted graphite iron bedplate adds rigidity to the block. The EcoDiesel V-6 uses a forged steel crankshaft and connecting rods for strength and durability. The aluminum alloy pistons are cooled on the underside via oil jets. Heat-treated aluminum cylinder heads use individual bearing caps to reduce friction and minimize NVH. The chain-driven overhead camshafts employ roller-finger followers. The 3.0-liter EcoDiesel V-6 is produced at the FCA Cento facility in Ferrara, Italy. Ram 1500 The 2020 Ram 1500 is the no-compromise benchmark for durability, technology, efficiency and convenience with features never before offered in a pickup. The Ram 1500 features up to 12,750 pounds of towing capability (5.7-liter HEMI V-8) and 2,300 pounds of payload. Ram’s eTorque mild hybrid system delivers improved fuel efficiency in both V-6 (standard) and V-8 configurations. As a segment disrupter, the new Uconnect 4C with a massive 12-inch touchscreen leads the pickup world in technology, featuring split-screen capability, 360-degree camera views and exclusive content from SiriusXM with 360L. Active safety and security systems include adaptive cruise control, Forward Collision Warning, Blind-spot Monitoring and Ready Alert Braking. Class-leading ride and handling is accomplished via a class-exclusive link-coil rear suspension system with optional Active-level four-corner air suspension. The 2020 Ram 1500 also features twice the interior storage capacity versus the competition. Unsurpassed powertrain warranty – five years/100,000 miles The 2020 Ram 1500 is backed with a five-year /100,000-mile Powertrain Limited Warranty. The powertrain-limited warranty covers the cost of all parts and labor needed to repair a covered powertrain component – engine, transmission and drive system. The standard three-year/36,000-mile Basic Limited Warranty provides bumper-to-bumper coverage for the Ram 1500, from the body to the electrical system. Manufacturing The 2020 Ram 1500 EcoDiesel is built at the Sterling Heights Assembly Plant (SHAP) in Sterling Heights, Michigan. About Ram Truck Brand In 2009, the Ram Truck brand launched as a stand-alone division, focused on meeting the demands of truck buyers and delivering benchmark-quality vehicles. That focus leads Ram to design the industry’s most innovative, award-winning trucks, emphasizing durability, strength, technology and efficiency. With a full lineup of trucks, including ProMaster and ProMaster City vans, the Ram brand builds trucks that get the hard work done and families where they need to go. From the no-compromise Ram 1500 that defines the future of pickup trucks with innovative design, the highest quality materials and class-exclusive technology, to the Ram Heavy Duty which combines the ability to out-power, out-tow and out-haul every single competitor with the segment’s most comfortable ride and handling, Ram is committed to product leadership. Ram continues to outperform the competition and sets the benchmarks for: Most powerful: 1,000 lb.-ft of torque with Cummins Turbo Diesel Highest towing capacity: 35,100 lbs. with Ram 3500 Heaviest payloads: 7,680 lbs. with Ram 3500 Most luxurious: Ram Limited with real wood, real leather and 12-inch Uconnect touchscreen Best ride and handling with exclusive link coil rear and auto-level air suspensions Most interior space with Ram Mega Cab Most capable full-size off-road pickup – Ram Power Wagon Most-awarded light-duty truck in America Highest owner loyalty of any half-ton pickup Over the last 30 years, Ram has the highest percentage of pickups still on the road Giving maximum effort all day, every day with confidence, the Ram Truck lineup steps forward with the full force of modern capability providing confidence-inspiring features and class-exclusive vehicle safety.
  17. The Ram Classic could live on indefinitely as long as it make business sense says FCA CEO Michael Manley. At an investors meeting, Manley suggested that it might even get an update. Ram recently introduced a new Warlock package on the 1500 Classic, indicating their willingness to invest in the aging platform. Ram currently doesn't have a mid-size offering in its stable, and without one on the horizon, the Ram 1500 Classic fills the niche of a lower priced truck. The base Tradesman model rings up at $29,340 and can be configured all the way up to a Big Horn with a 5.7 liter Hemi V8 at $46,240. That contrasts with the new Ram 1500 which starts at $35,135. One thing keeping the Classic around has done is allowed the RAM to creep ahead of the Chevrolet Silverado in the truck sales race, moving to the number two spot in market share for this class of truck.
  18. There have been countless rumors and leaks pertaining to the next-generation Jeep Wrangler. But now we have something official from Fiat Chrysler Automobiles. An employee from FCA tweeted out a picture charting how some of its plants will retool for various products in the coming year. The picture confirms that the Wrangler will be shown in November and enter production sometime in the fourth quarter. There is also the mention of the next Ram 1500 debuting in January with production beginning sometime in the first quarter. It would be safe to assume that the Wrangler will be shown at LA and the Ram 1500 at Detroit. We also learned that an updated Cherokee will go into production early next year, but no mention of a possible reveal date. Source: Jeff Bennett on Twitter View full article
  19. A few years ago, reports popped up about a patent filed by Fiat Chrysler Automobiles. It was a tailgate that could be folded down or split open into two swing-out halves. That patent has now become reality as a new set of spy photos reveals a next-generation Ram 1500 sporting one. Compared to the original patent filing which showed a 50/50 split, the one shown in the spy photos appears to be a 70/30 split. We're assuming this to allow Ram to use the same handle mechanism on this and a standard tailgate. The one item the spy photos don't tell us is how you open the split tailgate. There might be handle on the top of the tailgate, but we're speculating here. There were some other Ram 1500 mules capture who had their tailgates covered up. But they did reveal that the RamBox storage system would be making a return. Source: Autoblog, AutoGuide View full article
  20. (Author's Note: As was pointed out to me on Facebook, the diesel engine is nowhere to be seen on the consumer site or the configurator. Yet, it appears in FCA's media materials. In an email sent this afternoon, Ram Trucks spokesman Nick Cappa said the option has been dropped for 2018. This review has been updated with this new information. -WM) I’ll admit that I was a bit crazy requesting a 2018 Ram ProMaster van for review. Ever since it was introduced, I have been interested in this rebadged version of the Fiat Ducato van sold elsewhere. Unlike most vans that use a rear-wheel drive layout, the ProMaster uses a front-wheel drive one. I wanted to know if this works for a vehicle designed for work. But I also have an odd curiosity to cargo vans in general as I wondered what it would be like to drive one for a week as my daily driver. This is what I found out. Function over form best describes the design brief for the Ram ProMaster. The overall profile reminds us of an oversized dustbuster with a steeply raked and short front end and tall sides. Awkward is the kindest word to use on the ProMaster’s front end with the grille placed very low, acres of gray plastic, headlights positioned near the windshield, and a large glass area. The rest of the ProMaster’s design fits in line with other cargo vans with clean sides, split-opening rear doors, and a set of optional wheels.  The ProMaster offers a wide variety of configurations. With three weight classes, three body styles, and various roof height and length options, you’ll be able to find a van that fit your needs. Our particular tester is one of the popular configurations; a 2500 with the 159-inch wheelbase and high roof option. Getting inside the ProMaster isn’t tough thanks to wide opening front doors and steps to help you climb up. Once in, you’ll notice one of the key benefits to the ProMaster’s exterior. The large glass area not only makes the interior feel airy, it provides excellent outward visibility. This helps make maneuvering in tight spaces easier. The design is very utilitarian with a plain look and controls within easy reach of the driver and passenger. There are some clever touches such as the integrated clipboard latch on the top of the dash to hold paperwork and numerous storage spaces. Many surfaces are covered in hard plastics which will hold up to the various work demands being put upon by owners. One area that will be a major issue for drivers is the seating position. Instead of you sitting in front of the steering wheel, Ram has the wheel set up similar to a school bus or semi-truck where you sit over it. Not helping is the placement of the pedals where you step down instead of push forward. The end result is a driver being in a hunched over position. This could be somewhat alleviated if there was a tilt adjustment for the steering wheel. But Ram only offers a telescoping adjustment. The only way to get a sudo-tilt adjustment is to adjust the angle of the seat. The seats themselves are perfect for a long workday with excellent support and firm cushioning. It needs to be noted that the ProMaster only offers the bare minimum when it comes to seat adjustments such as angle and position. If you want lumbar adjustments, you need to tick that box on the option list. All ProMasters come with a 5.3-inch touchscreen with FCA’s UConnect infotainment system. Our test van came with the optional TomTom navigation system. The small screen makes it slightly difficult to look at quickly or use while on the move. We would skip the TomTom navigation system as the graphics are quite dated and it takes some time to process before providing directions. At least the base UConnect system has many of the qualities we like on the larger systems such as a simple user interface and snappy performance. Step behind the cockpit to enter the massive cargo space. Our particular ProMaster configuration boasted 420 cubic feet of space and max payload of 4,020 pounds. One of the reasons I had requested the van was to get a number of items at my parent’s house to be donated. The van was up to the task by swallowing up everything including a dining room set. The low step-in height, rear-doors that open up 260-degrees, and numerous tie-down points to keep cargo in its place were appreciated. There are two engines on offer for the ProMaster. We had the base 3.6L V6 producing 280 horsepower and 260 pound-feet of torque. This is paired with a six-speed automatic. There is an optional a 3.0L turbodiesel inline-four with a six-speed automated manual. (No more diesel for 2018 according to FCA). The V6 engine moves the van with no issue even with a large amount of cargo. As for the automatic, it delivers smooth shifts. However, the transmission showed some slowness to change gears. We’re assuming this is due to van only having 350 miles when we took delivery. For those who need a specific setup in the cargo area such as plumbers or painters, Ram offers various uplift packages that include such items as shelving, integrated tool boxes, and dividers. The low mileage might also explain the fuel economy figure of 15.7 mpg in mostly city driving. No EPA numbers are available due to the van’s gross vehicle weight being above 8,500 pounds. It is evident that Ram’s prime consideration for the suspension was tuned to deal with heavy loads and not comfort. With the van empty, the ride quality is quite harsh with many bumps making their way inside. Fill up the van and the ride begins to smooth out somewhat. Steering takes a lot of effort as it's very slow and requires a driver to make a number of rotations to do simple turns. There is a fair amount of road and wind noise coming inside the passenger compartment. If I was to judge the ProMaster like I would with a normal passenger car or SUV, it would be towards the bottom. There is a long list of problems such as the odd driving position, the number of comfort features that are optional, slow steering, and harsh ride. But I need to look at the ProMaster in a different light since it isn’t built for people like me. It is built for people who need a vehicle that can handle holding a lot of cargo or tools, along with being on some sort of worksite for periods at a time. Then the ProMaster begins to show some bright spots. The massive cargo area with the low step-in and tie-down point make it great for deliveries or moving. Using a front-wheel drive setup doesn’t hurt the ProMaster’s capability in terms of payload, and will help the van when the weather becomes terrible like a snowstorm. Finally, the V6 engine is plenty powerful for any situation the ProMaster is in. While I found the ProMaster to be a bit much to be used a daily driver for me, I can very much see the appeal for those in the commercial market. Just be sure to try the seating position as that will be the item that will influence your decision the most. Disclaimer: Ram Trucks Provided the ProMaster 2500, Insurance, and One Tank of Gas Year: 2018 Make: Ram Trucks Model: ProMaster Cargo Trim: 2500 159" Wheelbase - High Roof Engine: 3.6L DOHC 24-Valve V6 Driveline: Six-Speed Automatic, Front-wheel Drive Horsepower @ RPM: 280 @ 6,400 Torque @ RPM: 260 @ 4,400 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 4.483 lbs Location of Manufacture: N/A Base Price: $35,095 As Tested Price: $43,460 (Includes $1,395 Destination Charge) Options: Sliding Driver-Side Door without Glass - $595.00 Trailer Tow Group - $585.00 UConnect 3 Navigation with 5-inch Display - $495.00 16-inch x 6.0-inch Aluminum Wheels - $445.00 Wood Composite Floor - $445.00 Premium Appearance Group - $395.00 Interior Convenience Group - $345.00 ParkSense Rear Park-Assist System - $295.00 Rear Hinged Doors with Deep Tinted Glass - $295.00 Speed Control - $295.00 Upper and Lower Side Wall Paneling Group - $295.00 LED Cargo Areas Light Bars - $285.00 225/75R16C BSW All-Season Tires - $250.00 Driver/Passenger 6-Way Adjustable Lumbar Seats - $245.00 Power Folding/Heated Mirrors - $245.00 Security Alarm - $245.00 DOT Certified Roadside Safety Kit - $195.00 Heated Driver Seat - $195.00 Leather-Wrapped Steering Wheel - $195.00 SiriusXM Sat Radio w/1-Year Subscription - $195.00 Rear Assist Handles - $150.00 Heated Passenger Seat - $145.00 Instrument Panel Bright Bezels - $95.00 12-Volt Rear Auxiliary Power Outlet - $45.00 View full article
  21. It has been a rough start for the 2019 Ram 1500 production line. FCA CEO Sergio Marchionne said on an earnings call last week that the Sterling Heights Assembly plant, home to the 2019 model is only operating at 60 percent of where the company wants it to be. Automotive News learned from sources at the FCA and suppliers that the plant was building around 1,000 trucks per day last week. "That's not where we need to be. We allowed enough time in 2017 to get that installation up, but it's proven to be challenging," said Marchionne. Why the low production rate? A union source explained there are a few reasons. One is that suppliers are having a difficult time with providing parts for two-generations of the Ram 1500 - FCA is planning on building the last-generation model to help keep sales up while production ramps up on the next-generation 1500. The Sterling Heights' plant is also undergoing construction for the 2019 Ram 1500, which cuts the number of trucks that can be built. Also, the union source said that some workers still lack proper training on building the new model. Another source said that more than 2,500 2019 Ram 1500s were sitting in holding areas due to an electrical issue. Once fixed, the trucks will be shipped out to dealers. Getting production up and running for the 2019 Ram 1500 is important for FCA. Marchionne said it and the redesigned Jeep Wrangler need smooth launches if the company wants to achieve its financial goals for this year. To this end, the company is planning on spending more than $300 million to get the production ramp-up back on track. Automotive News also obtained a revised production calendar from March that indicates FCA will run the Sterling Heights plant every weekend and holiday through Labor Day. Source: Automotive News (Subscription Required) View full article
  22. In a couple of weeks, Fiat Chrysler Automobiles will roll out the 2019 Ram 1500 at the Detroit Auto Show. Before this, a fresh stack of spy photos have made their way online revealing the front end. The biggest change is Ram dropping the oversize, rectangular grille that has been a key part of their trucks for a number of years. In its place is a hexagonal grille with a narrow bar and 'RAM' name. We're thinking this could be one of a range of different grille inserts for the truck. There are square headlights featuring some sort of LED lighting. The rest of the front looks to be an evolution of the current model. From a previous report, we're possibly expecting some sort of split tailgate for the rear, along with the return of the RamBox storage system. Source: Autoblog, Motor1 View full article
  23. It is quite amazing how in the past few years, the humble heavy-duty pickup has morphed into a prized luxury vehicle. You might think that I am crazy for writing this, but consider how in the few years, truck manufacturers have been tailoring their models to appeal to a new audience. From new trim levels that focus primarily on luxury to new features that one would expect to find in an expensive sedan such as massaging front seats and high-quality leather. That doesn’t mean these luxury pickups have forgotten their main priority; to shoulder the weight of the world in terms of hauling and towing. Recently, we spent a week in the GMC Sierra Denali 2500HD and Ram 2500 Laramie Longhorn to get a reading on where luxury heavy-duty trucks currently stand. Exterior Neither one of these trucks has gone through any significant changes since we last reviewed them. The 2500HD comes with a new hood scoop if you option the Duramax V8 turbodiesel, while certain Ram models such as our tester come with a new grille insert featuring “RAM”. The two trucks could not be more different in terms of design elements. The Denali is more modern with a mesh grille, square headlights with LED strands, and a seemingly endless amount of chrome trim. We've found ourselves wondering if we could blind anyone while driving if the sun hit the Denali in just the right way. Meanwhile, the Laramie Longhorn feels right at home on a farm or ranch. The two-tone paint scheme of brown and beige really sets off the Ram 2500, along with the meaty 18-inch chrome wheels. The ‘RAM’ grille is a bit much, but at least it doesn’t come with large chrome lettering on the tailgate that can be reportedly seen from space. Our test truck came with Ram Box storage system. We like the additional storage and ability for the boxes to be locked, but it also means the bed is slightly narrower than a truck without it. Interior At one time, Sierra Denali was considered the pinnacle of luxury for pickup trucks. But now it pales in comparison to the likes the Ram and Ford. The Sierra Denali has the basics such as leather upholstery and stitching on the dash. But that’s about it as there isn’t the option of wood or aluminum trim. Instead, you get painted and faux-chrome like on other Sierra models. A lack of special touches hurt the Denali as well. It would be nice if there was some exclusive feature for the Denali such as a premium audio system or massaging seats. On the upside, the dashboard is laid out in a logical fashion and controls are within easy reach. Both rows of seats provide excellent support for long trips and plenty of space for most passengers. The Sierra also earns points for having numerous USB ports. Getting in and out of the Sierra 2500HD is slightly easier than the Ram 2500 as the cab height is slightly lower. Ram does a better a job in terms of luxury appointments. The Laramie Longhorn features what Ram calls ‘Natura Plus’ leather that feels quite nice when you run your hand across it. Real wood is used on the steering wheel and center stack trim to set it apart from other trims. Rear seat passengers will like the availability of heated seats, something not available on the Denali. There are other touches such as different background for the gauge package and seat pockets that are designed to look like saddle bags. It might look ridiculous to some, but Ram deserves some credit for trying to stand out. Like the Sierra, Ram has a well-laid out dashboard with controls in the place you would expect. Seats aren’t as comfortable as the Sierra, but the 2500 does match it in terms of interior space. The Ram 2500 is somewhat harder to get in as feel like to you have to take a running leap, despite there being entry rails and grab handles. It is also quite the drop when getting out. Technology If there is an area that the Sierra leapfrogs the Ram, it is in technology. The Denali comes with an eight-inch screen featuring GMC’s Intellilink system as standard. This system has been improving since we first tried it a few years ago with improved performance and better stability. The only thing that needs to fixed is the slow response of the navigation system when first launched. Using the system is easy thanks to a simple interface and physical buttons underneath the screen. The addition of Apple CarPlay and Android Auto give Intellilink more of an edge over other systems. Ram’s UConnect system was for a time considered one of the best systems thanks to a large screen and interface that offers large touchscreen buttons. It still retains these plus points, but it looks quite dated to the system found in the Sierra. A lot of this comes down to the interface which hasn’t changed since UConnect was launched a few years ago. There is a new version of UConnect that FCA has implemented into various models such as the Pacifica and the 2017 Dodge Charger that brings an updated look along with Apple CarPlay and Android Auto compatibility. Sadly, the Ram 2500 misses out on this and it is unclear whether it will get in this current-generation or in a redesign. Performance Both trucks came with their respective optional diesel engines. For the Sierra Denali 2500HD, it is an updated 6.6L Duramax turbodiesel V8 offering 445 horsepower and 910 pound-feet of torque. Ram sticks with 6.7L Cummins turbodiesel inline-six with 370 horsepower and 800 pound-feet of torque. Both engines come paired with six-speed automatic transmissions, but the Ram is available with a six-speed manual. On paper, the Sierra Denali 2500HD smokes the Ram 2500 Laramie Longhorn and this plays out in the real world as well. The Duramax gets the Sierra 2500HD up to speed at a surprising rate. It feels more like a muscle car thanks to an abundance of low-end torque and being the lightest truck in the class - 6,532 lbs for a 4WD crew cab and 6’6” box vs. 7,625 lbs for the Ram 2500 when similarly equipped. A lot of these performance gains come from changes GM made to the Duramax V8 for 2017 with most of the engine’s internals being replaced and new cool air system with a hood vent. Aside from increased power, the changes also affect how quiet this engine is. Start the engine up and you’ll faintly hear the diesel clatter from inside. The 6.7L Cummins cannot match the Duramax in outright performance. It takes about a second or two longer to hit the same speed as the Duramax. The large deficit in power and being slightly heavier than the Sierra 2500HD are the main reasons as to why. Not helping matters is the Cummins being quite louder than Duramax. At idle, it sounds like a semi-truck. Fuel Economy Neither truck is rated by the EPA as they're exempted from testing due to their heavy weight. In our week-long evaluation, both trucks returned an average of 15 mpg in mostly city driving. Towing Ram shines here as the maximum tow rating for our particular configuration (crew cab, 6’6” bed, and 4WD) comes in 17,200 lbs. GMC comes up short at 13,000 lbs in the same configuration. Ride and Handling While the Sierra Denali 2500HD may trail the Ram in terms of towing, it runs away when it comes to the ride. Despite sticking with a set leaf-springs in the rear, the Sierra 2500HD does a better job smoothing out bumps than the Ram’s coil-spring setup when the beds are empty. Fill them up and it becomes a dead heat in terms of ride quality. Ram does claw some points back as body motions are controlled better when turning and the steering doesn’t wander as much when driven on the highway. Noise isolation goes to the GMC as there has been a fair amount of work done on adding more sound insulation to the truck, along with the improvements made to the engine. Value Both of these trucks are expensive propositions. The Ram 2500 Laramie Longhorn comes in at $73,310 as equipped and the Sierra Denali 2500HD is slightly less at $70,540. The key reason for the high prices are the optional diesel engines - $8,700 for the Ram and $9,550 for the Sierra. Considering how much power you get, we give this to Sierra by a hair. Verdict If we consider these two trucks as luxury models, then we would rank the Ram 2500 Laramie Longhorn ahead of the Sierra Denali. It makes passengers feel special with various touches such as the unique leather for the trim and heated rear seats. But both trucks pale in comparison to all-new Ford F-Series Super Duty that brings massaging seats and impressive material qualities in its top trim. But when it comes to heavy-duty truck things, the GMC Sierra Denali stands above. While the Ram 2500 may have the more impressive towing numbers, the Sierra fights back with the more powerful diesel engine, better NVH containment, and a more comfortable ride. Hence why it takes this comparison test by a very narrow margin. Disclaimer: Fiat Chrysler Automobiles and General Motors Provided the trucks, Insurance, and One Tank of Gas Year: 2017 Make: GMC Model: Sierra 2500HD Trim: Denali Engine: 6.6L Duramax Turbodiesel V8 Driveline: Allison Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 445 @ 2,800 Torque @ RPM: 910 @ 1,600 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 6,532 lbs Location of Manufacture: Flint, MI Base Price: $58,495 As Tested Price: $70,540 (Includes $1,195.00 Destination Charge and $750.00 Duramax Plus Package Discount) Options: Duramax Plus Package - $9,550.00 Power Sunroof - $995.00 Dark Slate Metallic - $395.00 5th Wheel/Gooseneck Trailer Hi Tch Prep Package - $370.00 Off-Road Suspension Package - $180.00 Roof Marker Lamps - $55.00 Radiator Cover - $55.00 Year: 2017 Make: Ram Model: 2500 Trim: Laramie Longhorn Engine: 6.7L Cummins Turbodiesel Inline-Six Driveline: Six-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 370 @ 2,800 Torque @ RPM: 800 @ 1,600 Fuel Economy: City/Highway/Combined - N/A Curb Weight: 7,625 lbs Location of Manufacture: Saltillo, Mexico Base Price: $57,575 As Tested Price: $73,310 (Includes $1,395 Destination Charge) Options: 6.7L Cummins Turbodiesel Inline-Six - $8,700.00 RamBox Cargo Management System - $1,295.00 Power Sunroof - $1,095.00 Tri-Fold Tonneau Cover - $545.00 Convenience Group - $395.00 Wheel to Wheel Side Steps - $395.00 Center High-Mount Stop Lamp w/Cargo View Camera - $345.00 LT275/70R18E OWL On/Off-Road Tires - $245.00 Off-Road Package - $200.00 Keyless Enter n' Go - $195.00 Power Chrome Trailer Tow Mirrors w/Power Fold Away - $195.00 Rear Window Defroster - $195.00 Clearance Lamps - $95.00 View full article
  24. G. David Felt Alternative Fuels & Propulsion writer www.CheersandGears.com Wednesday 4th of June, NAFA (National Association of Fleet Administrators) had a Green Lunch Buffet to cover the upcoming changes to the pacific northwest. They covered the newest public CNG stations opening this year including a major station that will serve the public and truckers in Oregon on I5 as well as 3 new stations for Seattle. These stations will offer both LNG (Liquid Natural Gas) and CNG (Compressed Natural Gas) to the public. Washington State who has the largest ferry fleet in the nation is building 4 new ferries which will run on LNG with the goal over the next 5 years to convert the whole fleet to LNG. We were told that in Diesel form, these 4 ferry's would consume 600,000 gallons of diesel in a 24hr period. On LNG they are expecting to only consume 510,000 gallons of LNG every 24hrs. The state also said they expect to see a reduction in cost due to how clean the engines run, longer run times between maintenance and less cost to clean up environmental spills from diesel / oil. Peterbilt / Kenworth / Paccar presented showing the growing fleet of pure CNG powered trucks from medium duty to heavy duty with 7L, 9L, 10L and an upcoming 12L LNG/CNG engine options. Fleets were shown the growing list of OEM CNG auto's from Detroit big 3 and how checking the box for the $200 option for a Hardened Engine was a wise move for down the road when they must convert all auto's to CNG, BioFuel or move to Electric. Washington state has pushed back their mandate from 2015 to 2018 to give a bit more time for the Cities, Counties and state to move all public autos to CNG, Biodiesel or electric. Clean Energy announced the purchase of multiple rights to harvest the methane from landfills, animal waste, etc. around the US, scrub it clean and put it into the natural gas supply so that stations can be Redeem certified as a renewable gas source. WorldCNG presented their updated list of 2014 CNG converted auto's. They informed the audience of the new choice for businesses to public entities of having an AWD Terrain or Equinox CUV on CNG. They also brought for people to look at and check out their first converted 2014 3500 CNG Ram Promaster. There was much interest and excitement by the services and city delivery companies as well as local government agencies. While exciting to see this van in person, my personal impression is that this will sell well but not be a long lasting van. To start with, the dash is hard plastic and feels very flimsy. I honestly did not feel it was solid. Fit and finish has a long ways to go as I found many flaws and much unfinished edges in the finished area of the cab as well as at the doors. Inside of the van was aimed for refitters with many places to bolt in various shelf, draws, bins, etc. for custom configuration. Style is truly a personal choice as while I do not think it is a very good looking van, the fleet people that attended seemed to be split down the center 50/50 on love it or hate it for the style. They all loved the CNG option. Interesting note is that to reduce drag on the underside of the van the ProMasters have a very smooth finished if one can call it that to reduce drag. The flip side of this coin is that you reduce drag and get better mpg but you have no place to mount or add on options. This causes the CNG tanks to be stored in a vertical rack behind the cab in a 3 or 4 tank configuration. Have questions? Ask away!
  25. Interesting but in looking through the MSN auto section, they had this video by Inside Cars where they show some cool things like Tesla battery swap process, but better yet, is that Consumer Reports who has been Anti-American on Auto's supposedly just gave Ram Trucks the coveted Recommended Buy over Ford or Toyota Trucks. They also Recommend Chevy Impala as the best buy in America. http://video.msn.com?vid=59096624-a012-4c38-3f3e-8fa37f94c12f&mkt=en-us&src=CPSmall:shareBar:permalink:search_usage&from=cp^en-us So what do you think?

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