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Found 99 results

  1. The Best or Nothing.... Or A Nissan. Almost exactly two years ago we showed you pictures and a report of the forthcoming Mercedes-Benz X-Class. Now unnamed sources have told Germany's Automobilwoche (Automobile Week) that Mercedes' recent profit warning and a board review of the portfolio have caused the company to put the X-Class on the chopping block. The X-Class is based in the Nissan Navara with some upgrades to the suspension and a Mercedes-esque interior. Much of the interior bits are straight from the Mercedes parts bin. The X-Class starts at about $41,000 in base trim and goes up to about $66,000 in top trim, quite a lot of coin for a small pickup. Pricing wasn't the only factor limiting sales. The X-Class was never offered in the biggest truck market, the U.S., instead it was only sold in Europe, Australia, and South Africa. In those three markets, the company moved only 16,700 units last year. The X-Class is built at Nissan's plant in Barcelona, Spain where the Nissan Navara and Renault Alaskan are built. Mercedes backed out of plans to build the X-Class for South American markets in Argentina back in February, perhaps signaling then the truck's fate. Further, Daimler may end their partnership with Nissan - Renault as part of a cost saving measure. This would largely be achieved by ending shared projects like the X-Class and the Smart For Two which shares platforms with the Renault Twingo. The Infiniti QX30 which shares with the Mercedes-Benz GLA has already been canceled. Daimler is trying to save $6.75 billion by 2021 with another $2.25 billion from the Daimler trucks division. In doing so, 10,000 jobs could be cut. View full article
  2. The Best or Nothing.... Or A Nissan. Almost exactly two years ago we showed you pictures and a report of the forthcoming Mercedes-Benz X-Class. Now unnamed sources have told Germany's Automobilwoche (Automobile Week) that Mercedes' recent profit warning and a board review of the portfolio have caused the company to put the X-Class on the chopping block. The X-Class is based in the Nissan Navara with some upgrades to the suspension and a Mercedes-esque interior. Much of the interior bits are straight from the Mercedes parts bin. The X-Class starts at about $41,000 in base trim and goes up to about $66,000 in top trim, quite a lot of coin for a small pickup. Pricing wasn't the only factor limiting sales. The X-Class was never offered in the biggest truck market, the U.S., instead it was only sold in Europe, Australia, and South Africa. In those three markets, the company moved only 16,700 units last year. The X-Class is built at Nissan's plant in Barcelona, Spain where the Nissan Navara and Renault Alaskan are built. Mercedes backed out of plans to build the X-Class for South American markets in Argentina back in February, perhaps signaling then the truck's fate. Further, Daimler may end their partnership with Nissan - Renault as part of a cost saving measure. This would largely be achieved by ending shared projects like the X-Class and the Smart For Two which shares platforms with the Renault Twingo. The Infiniti QX30 which shares with the Mercedes-Benz GLA has already been canceled. Daimler is trying to save $6.75 billion by 2021 with another $2.25 billion from the Daimler trucks division. In doing so, 10,000 jobs could be cut.
  3. GM released power figures today for the new inline 6-cylinder diesel engine that will be available in the Chevrolet Silverado and GMC Sierra. Available at the same price as the 6.2 liter model, GM promises the new engine will change perceptions about diesel performance and refinement. GM recently announced the delay of the 3.0-liter diesel until the 2020 model year due to emissions certification delays. Paired with a 10-speed automatic transmission, the diesel produces an SAE-certified 277 horsepower and 460 lb-ft of torque with 95 percent of that torque being available at just 1,250 RPM. Torque peak comes at 1500 rpm and peak horsepower at 3750 rpm. The powertrain is setup to offer diesel exhaust braking to help slow the vehicle when the truck is in tow-haul mode, limiting the number of applications of the brakes to save on brake wear. The engine also has a user selective start-stop function to save additional fuel in city driving. 2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS Type: Duramax 3.0L DOHC Turbo Diesel I6 Bore & Stroke (in. / mm): 3.30 x 3.54 inches (84mm x 90mm) Block Material: Aluminum Cylinder Head Material: Aluminum Compression Ratio: 15.0: 1 Firing Order: 1-5-3-6-2-4 Valvetrain: Dual-overhead camshafts, four-valves per cylinder Air Delivery: Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost Fuel Delivery: High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve Ignition System: Compression Max Engine Speed: 5100 rpm Additional Features: Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management, Emissions Control: Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF) Horsepower (hp / kW @ rpm): 277 / 204 @ 3750 (SAE certified) Torque (lb.-ft. / Nm @ rpm): 460 / 624 @ 1500 (SAE certified) Manufacturing Location (of globally sourced parts) Flint, Mich. Chevy Press release on page 2 2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS No-compromise engine delivers refinement, performance and efficiency 2019-06-03 DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks. Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model. “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.” Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience. The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode. Innovative Engine Technologies The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F. Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band. Inherently efficient and balanced Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts. “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.” Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds. All-aluminum construction and tough rotating assembly The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability. There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps. The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet. A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio. DOHC Cylinder Head and Rear Cam Drive Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems. A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft. Additional Technology Highlights Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute. Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates. Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates. The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet. When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine. A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds. A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil. Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology. Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head. Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle. Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction. Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively. Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake. ABOUT CHEVROLET Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com. # # # 2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS Type: Duramax 3.0L DOHC Turbo Diesel I6 Bore & Stroke (in. / mm): 3.30 x 3.54 inches (84mm x 90mm) Block Material: Aluminum Cylinder Head Material: Aluminum Compression Ratio: 15.0: 1 Firing Order: 1-5-3-6-2-4 Valvetrain: Dual-overhead camshafts, four-valves per cylinder Air Delivery: Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost Fuel Delivery: High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve Ignition System: Compression Max Engine Speed: 5100 rpm Additional Features: Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management, Emissions Control: Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF) Horsepower (hp / kW @ rpm): 277 / 204 @ 3750 (SAE certified) Torque (lb.-ft. / Nm @ rpm): 460 / 624 @ 1500 (SAE certified) View full article
  4. GM released power figures today for the new inline 6-cylinder diesel engine that will be available in the Chevrolet Silverado and GMC Sierra. Available at the same price as the 6.2 liter model, GM promises the new engine will change perceptions about diesel performance and refinement. GM recently announced the delay of the 3.0-liter diesel until the 2020 model year due to emissions certification delays. Paired with a 10-speed automatic transmission, the diesel produces an SAE-certified 277 horsepower and 460 lb-ft of torque with 95 percent of that torque being available at just 1,250 RPM. Torque peak comes at 1500 rpm and peak horsepower at 3750 rpm. The powertrain is setup to offer diesel exhaust braking to help slow the vehicle when the truck is in tow-haul mode, limiting the number of applications of the brakes to save on brake wear. The engine also has a user selective start-stop function to save additional fuel in city driving. 2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS Type: Duramax 3.0L DOHC Turbo Diesel I6 Bore & Stroke (in. / mm): 3.30 x 3.54 inches (84mm x 90mm) Block Material: Aluminum Cylinder Head Material: Aluminum Compression Ratio: 15.0: 1 Firing Order: 1-5-3-6-2-4 Valvetrain: Dual-overhead camshafts, four-valves per cylinder Air Delivery: Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost Fuel Delivery: High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve Ignition System: Compression Max Engine Speed: 5100 rpm Additional Features: Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management, Emissions Control: Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF) Horsepower (hp / kW @ rpm): 277 / 204 @ 3750 (SAE certified) Torque (lb.-ft. / Nm @ rpm): 460 / 624 @ 1500 (SAE certified) Manufacturing Location (of globally sourced parts) Flint, Mich. Chevy Press release on page 2 2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS No-compromise engine delivers refinement, performance and efficiency 2019-06-03 DETROIT — The all-new 2020 Chevrolet Silverado’s available 3.0L Duramax inline-six turbo-diesel engine adds choice and versatility for full-size truck customers, offering class-leading torque and horsepower in addition to focusing on fuel economy and capability. It is the first-ever inline-six turbo-diesel offered in Chevrolet’s full-size light-duty trucks. Chevrolet engineers started with a clean-sheet design and developed an all-new engine that leverages the efficiency and refinement advantages of the inline six-cylinder architecture and incorporates advanced combustion and emissions technologies to optimize performance and efficiency. It is priced identically to the 6.2L V-8 as a $2,495 premium over a 5.3L V-8 model or $3,890 over a 2.7L Turbo model. “From the moment the engine is started, to its idle, acceleration and highway cruising, the 3.0L Duramax performance will change perceptions of what a diesel engine can offer in refinement,” said Nicola Menarini, director for Diesel Truck Engine Program Execution. “With advanced technologies that draw on global diesel expertise, it’s a no-compromise choice for those who want the capability and driving range of a diesel in a light-duty truck.” Available on LT, RST, LTZ and High Country models, the 3.0L Duramax diesel rounds out the new Silverado’s range of six propulsion choices, each tailored to suit customers’ needs for performance, efficiency, technology and value. It is rated at an SAE-certified 277 horsepower and 460 lb-ft of torque delivering 95 percent of peak torque at just 1,250 rpm. Peak torque is sustained from 1,500 rpm through 3,000 rpm, providing a powerfully smooth and satisfying driving experience. The 3.0L Duramax is paired with GM’s 10L80 10-speed automatic transmission, featuring a centrifugal pendulum absorber torque converter that reduces vibrations to improve smoothness, reinforcing its performance, efficiency and refinement. This combination also offers exhaust braking, which uses the diesel engine’s compression to help slow the vehicle, requiring fewer brake applications by the driver when in Tow Haul mode. Innovative Engine Technologies The inline six-cylinder architecture offers inherent efficiency and refinement, but the team expanded with smart technology choices to help improve efficiency and weight while optimizing the truck experience. A lightweight aluminum block and cylinder head reduce overall mass, and Active Thermal Management enhances efficiency and cold-weather warm-up. Ceramic glow plugs also help with shorter heat-up times and a quicker cold start, meaning the engine block heater is not needed until -22 degrees F. Towing is an important part of owning a truck, and customers can gain additional confidence thanks to the exhaust brake available in tow-haul mode. The water charge air cooler, coupled with low pressure EGR, reduces time to torque. The variable geometry turbocharger helps provide a greater balance of performance and efficiency, and an electronically variable intake manifold helps optimize performance across the rpm band. Inherently efficient and balanced Compared to a DOHC V-6, the inline-six architecture offers greater efficiency from the reduced friction of operating only two camshafts and their associated valvetrain components. The I6 configuration offers the perfect balance of primary and secondary forces, without the need for balancing shafts. “In addition to reduced friction, the architecture enables smooth operation,” Menarini said. “The new Duramax 3.0L elevates the 2019 Silverado with one of the most refined and efficient diesel engines in the segment.” Along with supporting elements such as a tuned air induction system and other noise-attenuating elements, the 3.0L Duramax delivers exceptional quietness and smoothness at all engine speeds. All-aluminum construction and tough rotating assembly The 3.0L Duramax cylinder block is made of a cast aluminum alloy that provides the strength required to support the high combustion pressures that occur within a diesel engine, while also offering an approximately 25 percent mass savings over a comparable cast iron engine block. Iron cylinder liners are used within the aluminum block to insure truck durability. There are seven nodular iron main bearing caps that help ensure the block’s strength under those high combustion pressures, while also enabling accurate location of the rotating assembly. A deep-skirt block design, where the block casting extends below the crankshaft centerline, also contributes to the engine’s stiffness and refinement. It’s complemented by a stiffness-enhancing aluminum lower crankcase extension attached to the main bearing caps. The rotating assembly consists of a forged steel crankshaft, forged steel connecting rods and hypereutectic aluminum pistons. The alloys in the respective castings for the rods and pistons make them lightweight and durable. Silicon is blended with the aluminum for heat resistance and tolerance within the piston cylinders, which enhances performance and makes the engine quiet. A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio. DOHC Cylinder Head and Rear Cam Drive Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems. A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft. Additional Technology Highlights Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute. Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates. Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates. The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet. When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine. A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds. A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil. Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology. Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head. Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle. Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction. Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively. Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake. ABOUT CHEVROLET Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com. # # # 2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS Type: Duramax 3.0L DOHC Turbo Diesel I6 Bore & Stroke (in. / mm): 3.30 x 3.54 inches (84mm x 90mm) Block Material: Aluminum Cylinder Head Material: Aluminum Compression Ratio: 15.0: 1 Firing Order: 1-5-3-6-2-4 Valvetrain: Dual-overhead camshafts, four-valves per cylinder Air Delivery: Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost Fuel Delivery: High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve Ignition System: Compression Max Engine Speed: 5100 rpm Additional Features: Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management, Emissions Control: Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF) Horsepower (hp / kW @ rpm): 277 / 204 @ 3750 (SAE certified) Torque (lb.-ft. / Nm @ rpm): 460 / 624 @ 1500 (SAE certified)
  5. 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. View full article
  6. 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.
  7. GMC is taking its CarbonPro carbon-fiber bed into limited production in June for the 2019 model year and making it into its own edition. GMC announced the CarbonPro when the 2019 GMC Sierra Denali debuted back in March 2018. GMC says that at first, the CarbonPro edition will be available in limited numbers of Denali and AT4 models and will expand availability of the package in those trims for 2020. The CarbonPro bed is lighter than a steel bed by about 60 pounds, but has much stronger durability and scratch resistance. Carbon fiber is naturally corrosion resistant, making the GMC CarbonPro edition the most corrosion resistant bed in the industry. Additionally, the CarbonPro bed has best in class cargo volume, increasing the cargo capacity over the steel bed by 1 cubic foot. Tire indentations are in place at the front wall for motorcycles, and two additional tie downs are installed on the front wall. GMC tested the durability of the bed in extreme scenarios by dropping cinder blocks, 1800 lbs of gravel, and 450-pound water filled steel drums into the bed. A generator was used to test the high heat exposure durability by aiming the exhaust directly at the corner of the bed. GMC even drove a Snowmobile with a studded track onto the bed and then accelerated at full throttle resulting in only minimal scratching of the material. The CarbonPro bed comes with GMC's Multi-pro talegate The GMC Denali and AT4 Carbon Pro Editions go on sale this summer. View full article
  8. GMC is taking its CarbonPro carbon-fiber bed into limited production in June for the 2019 model year and making it into its own edition. GMC announced the CarbonPro when the 2019 GMC Sierra Denali debuted back in March 2018. GMC says that at first, the CarbonPro edition will be available in limited numbers of Denali and AT4 models and will expand availability of the package in those trims for 2020. The CarbonPro bed is lighter than a steel bed by about 60 pounds, but has much stronger durability and scratch resistance. Carbon fiber is naturally corrosion resistant, making the GMC CarbonPro edition the most corrosion resistant bed in the industry. Additionally, the CarbonPro bed has best in class cargo volume, increasing the cargo capacity over the steel bed by 1 cubic foot. Tire indentations are in place at the front wall for motorcycles, and two additional tie downs are installed on the front wall. GMC tested the durability of the bed in extreme scenarios by dropping cinder blocks, 1800 lbs of gravel, and 450-pound water filled steel drums into the bed. A generator was used to test the high heat exposure durability by aiming the exhaust directly at the corner of the bed. GMC even drove a Snowmobile with a studded track onto the bed and then accelerated at full throttle resulting in only minimal scratching of the material. The CarbonPro bed comes with GMC's Multi-pro talegate The GMC Denali and AT4 Carbon Pro Editions go on sale this summer.
  9. The Jeep Gladiator is new. While it is based on older underpinnings and a somewhat dated interior, the Ford Ranger is the second newest truck in the U.S. market. Behind that is the just-refreshed but still on an older chassis Toyota Tacoma, that is getting a new platform in a few years. Behind that is the Honda Ridgeline. Behind that are the GM twins of Colorado and Canyon which came out in 2012. And finally, behind those two, the oldest small/midsize truck is the Nissan Frontier, trucking on since 2004 without a major redesign. Put into some perspective, the current Nissan Frontier is only one year younger than the previous generation of Colorado and Canyon. As far as the automotive industry goes, that is ancient, but Frontier buyers don't seem to mind. Nissan sold nearly 79,646 Frontier trucks in 2018, a 7.1% increase over 2017. That's with all the new competition coming on the market and without any major incentives. That makes it the brands third best seller in the crossover/truck segment after Rogue and Murano. People wanting something a bit fresher from Nissan still have about 18 months to wait. The next Frontier, sold as a 2021 model, should arrive in dealerships in the Fall of 2020. People who have seen previews of the truck describe it as "futuristic" and "Modern, but still looks like a truck". It will get a new 300 horsepower V6 engine replacing the current 4.0 V6 and the 5-speed automatic will be upgraded to a 7-speed. However, unlike the Tacoma, which is moving to an all new platform in a few years. The Frontier will get a heavily revised version of its current frame. Nissan opted not to go with their global Navara truck platform primarily because it is too small to compete with the likes of the Ranger and Gladiator. It also uses a more expensive coil spring rear suspension instead of the traditional leaf springs. With the Ford Ranger and Jeep Gladiator now entering the market, Nissan wants to catch up and be the newest kid on the block, if only for a little while.
  10. The Jeep Gladiator is new. While it is based on older underpinnings and a somewhat dated interior, the Ford Ranger is the second newest truck in the U.S. market. Behind that is the just-refreshed but still on an older chassis Toyota Tacoma, that is getting a new platform in a few years. Behind that is the Honda Ridgeline. Behind that are the GM twins of Colorado and Canyon which came out in 2012. And finally, behind those two, the oldest small/midsize truck is the Nissan Frontier, trucking on since 2004 without a major redesign. Put into some perspective, the current Nissan Frontier is only one year younger than the previous generation of Colorado and Canyon. As far as the automotive industry goes, that is ancient, but Frontier buyers don't seem to mind. Nissan sold nearly 79,646 Frontier trucks in 2018, a 7.1% increase over 2017. That's with all the new competition coming on the market and without any major incentives. That makes it the brands third best seller in the crossover/truck segment after Rogue and Murano. People wanting something a bit fresher from Nissan still have about 18 months to wait. The next Frontier, sold as a 2021 model, should arrive in dealerships in the Fall of 2020. People who have seen previews of the truck describe it as "futuristic" and "Modern, but still looks like a truck". It will get a new 300 horsepower V6 engine replacing the current 4.0 V6 and the 5-speed automatic will be upgraded to a 7-speed. However, unlike the Tacoma, which is moving to an all new platform in a few years. The Frontier will get a heavily revised version of its current frame. Nissan opted not to go with their global Navara truck platform primarily because it is too small to compete with the likes of the Ranger and Gladiator. It also uses a more expensive coil spring rear suspension instead of the traditional leaf springs. With the Ford Ranger and Jeep Gladiator now entering the market, Nissan wants to catch up and be the newest kid on the block, if only for a little while. View full article
  11. Truck owner loyalty is legendary. Buyers typically pick one brand and stick with that brand for as long as they buy trucks. Indeed my own father has owned only one brand of pickup, the Ford F-series, since before I arrived on earth. In 2018, Ford moved more than 900,000 copies of its F-series pickups out of a total segment of 2,944,395. But have rising prices started to crack that loyalty? CarGurus did a survey and found that 70% of truck owners would switch brands if their truck raised prices by $10,000, that is up from 64% last year. While $10,000 seems like a big jump, even an increase of $5,000 would cause 42% of owners to ditch their current brand. Of those considering switching brands, 54% responded that it was due to price, and 47% cited fuel economy as a concern. More concerning for manufacturers is that 17% of current truck owners say they are unlikely to buy another truck, with Toyota and Ford truck owners being 43% of that total. We may see some strong incentive competition in the market soon if these trends continue. View full article
  12. Truck owner loyalty is legendary. Buyers typically pick one brand and stick with that brand for as long as they buy trucks. Indeed my own father has owned only one brand of pickup, the Ford F-series, since before I arrived on earth. In 2018, Ford moved more than 900,000 copies of its F-series pickups out of a total segment of 2,944,395. But have rising prices started to crack that loyalty? CarGurus did a survey and found that 70% of truck owners would switch brands if their truck raised prices by $10,000, that is up from 64% last year. While $10,000 seems like a big jump, even an increase of $5,000 would cause 42% of owners to ditch their current brand. Of those considering switching brands, 54% responded that it was due to price, and 47% cited fuel economy as a concern. More concerning for manufacturers is that 17% of current truck owners say they are unlikely to buy another truck, with Toyota and Ford truck owners being 43% of that total. We may see some strong incentive competition in the market soon if these trends continue.
  13. The GMC Build and Price tool has let the details slip on the power ratings of the upcoming inline-6 diesel due to be released in the Sierra and Silverado in a few weeks. The 3.0 liter turbo diesel will produce 277 hp at 3,750 rpm and 460 lb-ft at a mere 1,500 rpm. The only transmission choice will be the 10-speed automatic. These numbers are SAE certified and verified by GM. The diesel motor will be available on LT and above trims on the Chevy and on all GMC trims except the base. These numbers make the GM six more powerful than Ford's V6 Powerstroke diesel which runs at 250 hp and 440 lb-ft of torque. The New Ram 1500 still hasn't gotten a diesel unit, but it will probably be the same rating as the 260 hp and 442 lb-ft of torque in the Jeep Gladiator. One area still unknown on the GM unit is fuel economy. The Ford F-150 Powerstroke is EPA estimated for 30 mpg highway/25 combined/22 city. The GM diesels 1500 trucks will be at dealerships this summer. Related: View full article
  14. The GMC Build and Price tool has let the details slip on the power ratings of the upcoming inline-6 diesel due to be released in the Sierra and Silverado in a few weeks. The 3.0 liter turbo diesel will produce 277 hp at 3,750 rpm and 460 lb-ft at a mere 1,500 rpm. The only transmission choice will be the 10-speed automatic. These numbers are SAE certified and verified by GM. The diesel motor will be available on LT and above trims on the Chevy and on all GMC trims except the base. These numbers make the GM six more powerful than Ford's V6 Powerstroke diesel which runs at 250 hp and 440 lb-ft of torque. The New Ram 1500 still hasn't gotten a diesel unit, but it will probably be the same rating as the 260 hp and 442 lb-ft of torque in the Jeep Gladiator. One area still unknown on the GM unit is fuel economy. The Ford F-150 Powerstroke is EPA estimated for 30 mpg highway/25 combined/22 city. The GM diesels 1500 trucks will be at dealerships this summer. Related:
  15. Since Volkswagen and Ford announced a new partnership back in the summer, there have been rumors flying around if it could expand into other areas. The two said it would primarily focus commercial vehicles, but they were open to other opportunities. As we reported last week, the two are discussing the possibility of expanding into autonomous tech and electric vehicles. Recently, Volkswagen Group CEO Herbert Diess gave an interview to Automotive News. He reiterated that the focus of the partnership is for commercial vehicles, but could expand. “There’s nothing signed yet with Ford. We are in talks. Most of the talks have been centered around our light-duty vehicles — our small commercial vehicles business in Europe, where we found huge synergies. We are both relatively small in size against our peers, so what we’re talking about is sharing a few platforms and manufacturing sites there, which makes sense. And within the dialogue, we are also touching other options, but this will be the main focus if we come to a conclusion,” said Diess. One example Diess brought up is using the Ford Ranger as a replacement for the Volkswagen Amarok. The current truck has been on sale since 2010 with a range of diesel engines to compete against the likes of the Ranger, Toyota HiLux, and Nissan Navara. Developing a new model would cost a fair amount of cash that Volkswagen would like to use elsewhere. This is where Ford could in and allow Volkswagen to use the Ranger as a basis for a next-generation Amarok. This may allow Volkswagen to sell the Amarok in the U.S. Of course, there is also the Atlas Tanoak concept shown at the New York Auto Show earlier this year that Volkswagen is considering sending into production. “If the Ford relationship works out well, we would have an Amarok successor, which would be then appropriate for sales worldwide — potentially as well for the United States. The other option is a unibody pickup, which is something for America, which is probably still a bit risky,” said Diess. This is one of many decision that Volkswagen might make in the near future. Another is allowing Ford to use their MEB toolkit for electric vehicles. Source: Automotive News (Subscription Required)
  16. Since Volkswagen and Ford announced a new partnership back in the summer, there have been rumors flying around if it could expand into other areas. The two said it would primarily focus commercial vehicles, but they were open to other opportunities. As we reported last week, the two are discussing the possibility of expanding into autonomous tech and electric vehicles. Recently, Volkswagen Group CEO Herbert Diess gave an interview to Automotive News. He reiterated that the focus of the partnership is for commercial vehicles, but could expand. “There’s nothing signed yet with Ford. We are in talks. Most of the talks have been centered around our light-duty vehicles — our small commercial vehicles business in Europe, where we found huge synergies. We are both relatively small in size against our peers, so what we’re talking about is sharing a few platforms and manufacturing sites there, which makes sense. And within the dialogue, we are also touching other options, but this will be the main focus if we come to a conclusion,” said Diess. One example Diess brought up is using the Ford Ranger as a replacement for the Volkswagen Amarok. The current truck has been on sale since 2010 with a range of diesel engines to compete against the likes of the Ranger, Toyota HiLux, and Nissan Navara. Developing a new model would cost a fair amount of cash that Volkswagen would like to use elsewhere. This is where Ford could in and allow Volkswagen to use the Ranger as a basis for a next-generation Amarok. This may allow Volkswagen to sell the Amarok in the U.S. Of course, there is also the Atlas Tanoak concept shown at the New York Auto Show earlier this year that Volkswagen is considering sending into production. “If the Ford relationship works out well, we would have an Amarok successor, which would be then appropriate for sales worldwide — potentially as well for the United States. The other option is a unibody pickup, which is something for America, which is probably still a bit risky,” said Diess. This is one of many decision that Volkswagen might make in the near future. Another is allowing Ford to use their MEB toolkit for electric vehicles. Source: Automotive News (Subscription Required) View full article
  17. Prices on new pickup trucks have been steadily increasing as more people are choosing them as their family vehicle and in turn are wanting more luxury features. But this rise in prices has been making it harder for the average buyer to afford one. Data from Edmunds shows through September, the average transaction price for a full-size pickup is $48,377; a 48 percent increase when compared to 10 years ago and 19 percent increased when compared to 2013. "A 48-percent increase in price is the highest price increase for that time period out of all vehicle categories. Even at $45,000, it prices a lot of people out," said Ivan Drury, senior analyst at Edmunds to the Detroit Free Press. "There are consumers who can afford the bare bones basic vehicles at $30,000, but once you're shown an option like a ventilated seat versus a cloth seat and it's 90 degrees outside, it becomes a very compelling argument to say yes. Ten years ago, comfort packages weren't offered on trucks. People are saying, 'I want those even if those vehicles are used to haul mulch.' " A very telling sign that truck prices are beginning to push people out is the massive difference between the expected and the actually average transactional price. Cox Automotive reports that buyers of a full-size pickup expected to pay an average of $38,529 through the month August. The actual average transaction price through August was $47,987 according to Cox. Also seeing a rise is the average income of truck buyers. Alexander Edwards, president of consultancy Strategic Vision tells the Free Press that the median household income of a truck buyer has risen form $76,660 in 2009 to $100,305 in 2018. More telling is that the truck buyer has a higher income than a car buyer ($95,355). Some are beginning to worry that pickup trucks are becoming a bit too expensive. "In 1988, I sold my first pickup at $20,000 and I thought, 'Man, who could ever afford this?' Now, they're $60,000, $70,000, $80,000. ... I'm not sure everybody wants all that technology, but we're adding all of it. We're actually in the luxury business at those prices," said Charlie Gilchrist, owner of Gilchrist Automotive in the Dallas-Fort Worth area. A survey done by CarGurus correlates Gilchrist's view. Asking 203 current pickup owners from their user panel, CarGurus reports that owners would call paying $35,000 on a truck a good deal. But increase it to the average price of $45,200 and its too much. Respondents also said they would be willing to give up such features as a automatic open-close tailgate and Wi-Fi hotspot for a lower price. “This survey showed that pickup truck owners believe some of the new technology is nice to have, but not essential and not worth the price. We’re at an interesting time in the pickup truck category where many people are using their pickup trucks for more than just work. Those looking for a truck purely for work purposes don’t need all of the new luxury features, and those looking for a truck for commuting or leisure don’t need all of the new work features,” said Madison Gross, CarGurus' senior manager of customer insights. Source: Detroit Free Press View full article
  18. Prices on new pickup trucks have been steadily increasing as more people are choosing them as their family vehicle and in turn are wanting more luxury features. But this rise in prices has been making it harder for the average buyer to afford one. Data from Edmunds shows through September, the average transaction price for a full-size pickup is $48,377; a 48 percent increase when compared to 10 years ago and 19 percent increased when compared to 2013. "A 48-percent increase in price is the highest price increase for that time period out of all vehicle categories. Even at $45,000, it prices a lot of people out," said Ivan Drury, senior analyst at Edmunds to the Detroit Free Press. "There are consumers who can afford the bare bones basic vehicles at $30,000, but once you're shown an option like a ventilated seat versus a cloth seat and it's 90 degrees outside, it becomes a very compelling argument to say yes. Ten years ago, comfort packages weren't offered on trucks. People are saying, 'I want those even if those vehicles are used to haul mulch.' " A very telling sign that truck prices are beginning to push people out is the massive difference between the expected and the actually average transactional price. Cox Automotive reports that buyers of a full-size pickup expected to pay an average of $38,529 through the month August. The actual average transaction price through August was $47,987 according to Cox. Also seeing a rise is the average income of truck buyers. Alexander Edwards, president of consultancy Strategic Vision tells the Free Press that the median household income of a truck buyer has risen form $76,660 in 2009 to $100,305 in 2018. More telling is that the truck buyer has a higher income than a car buyer ($95,355). Some are beginning to worry that pickup trucks are becoming a bit too expensive. "In 1988, I sold my first pickup at $20,000 and I thought, 'Man, who could ever afford this?' Now, they're $60,000, $70,000, $80,000. ... I'm not sure everybody wants all that technology, but we're adding all of it. We're actually in the luxury business at those prices," said Charlie Gilchrist, owner of Gilchrist Automotive in the Dallas-Fort Worth area. A survey done by CarGurus correlates Gilchrist's view. Asking 203 current pickup owners from their user panel, CarGurus reports that owners would call paying $35,000 on a truck a good deal. But increase it to the average price of $45,200 and its too much. Respondents also said they would be willing to give up such features as a automatic open-close tailgate and Wi-Fi hotspot for a lower price. “This survey showed that pickup truck owners believe some of the new technology is nice to have, but not essential and not worth the price. We’re at an interesting time in the pickup truck category where many people are using their pickup trucks for more than just work. Those looking for a truck purely for work purposes don’t need all of the new luxury features, and those looking for a truck for commuting or leisure don’t need all of the new work features,” said Madison Gross, CarGurus' senior manager of customer insights. Source: Detroit Free Press
  19. Volkswagen might have two concepts making their debut at the New York Auto Show later this week. We've already know one is the five-seat Atlas , but the second one could be a midsize truck. Sources tell Automotive News the truck concept will be a derivative of the Atlas, meaning it will be based on the MQB platform - something akin to the Honda Ridgeline. If the concept is well received, sources say the model could go into production quite quickly at Volkswagen's Chattanooga, Tennesse plant. This is part of Volkswagen's plan to strengthen sales in U.S. by designing products for local tastes. "Diess has supported it from a very early phase in the project," said an unnamed Volkswagen official to the publication. Why not bring over the Amarok? As we have reported previously, there's a number of issues with this plan - the big one being the 25 percent chicken tax. But building a separate truck has its own issues. "I don't think anyone will be able to get the cost calculation right since you need the volumes. The Atlas ... and its coming five-seat derivative can get that since both can be sold in China [as the Teramont], but a pickup like this would likely just be for the U.S. and Canadian market," said another source. Source: Automotive News (Subscription Required)
  20. Volkswagen might have two concepts making their debut at the New York Auto Show later this week. We've already know one is the five-seat Atlas , but the second one could be a midsize truck. Sources tell Automotive News the truck concept will be a derivative of the Atlas, meaning it will be based on the MQB platform - something akin to the Honda Ridgeline. If the concept is well received, sources say the model could go into production quite quickly at Volkswagen's Chattanooga, Tennesse plant. This is part of Volkswagen's plan to strengthen sales in U.S. by designing products for local tastes. "Diess has supported it from a very early phase in the project," said an unnamed Volkswagen official to the publication. Why not bring over the Amarok? As we have reported previously, there's a number of issues with this plan - the big one being the 25 percent chicken tax. But building a separate truck has its own issues. "I don't think anyone will be able to get the cost calculation right since you need the volumes. The Atlas ... and its coming five-seat derivative can get that since both can be sold in China [as the Teramont], but a pickup like this would likely just be for the U.S. and Canadian market," said another source. Source: Automotive News (Subscription Required) View full article
  21. Whenever one German automaker does something new, others will follow. For example, the BMW X6 caused Mercedes-Benz to launch the GLE-Coupe. Now with the launch of the Mercedes-Benz X-Class in certain markets, BMW's Australian office is pushing the main office for a pickup truck. “We cannot close our eyes and neglect it, we cannot neglect market trends,” said Marc Werner, head of BMW Australia. "We have been very pushy regarding utes or pick-ups, and we believe that this is something the company should be looking into. We have raised that with headquarters and certainly investigations are happening as we speak, but it’s too early to speak about the results of that analysis, but if there was a ute we would certainly take it.” In Australia, pickups or utes as they are known is one fastest-growing segments in the country. “If you look at the market, more than 150,000 Utes [were sold last year], out of 1.1 m cars overall and I think that that segment grew last year by 17 percent,” said Werner. BMW building a ute really doesn't fit the image of the brand. But Werner disagrees, saying the similar arguments were given with the launch of the X5 in 1999. Now the X family of crossovers are some of BMWs most popular models. “At the end of the day, we need to cater for what the customer and consumer want – and then the question is does it fit with the BMW DNA and BMW brand promise or are we over-stretching the brand, that is the core question that needs to be answered. But from a pure engineering perspective, everything is possible. The question is what does the brand stand for and how far you want to stretch it.” If BMW decides to go forward with this idea, they could reach out to their alliance partner Toyota to use the Hilux truck as a base. Mercedes did the same as the X-Class is a reworked version of the Nissan Navara pickup. Source: CarAdvice
  22. Whenever one German automaker does something new, others will follow. For example, the BMW X6 caused Mercedes-Benz to launch the GLE-Coupe. Now with the launch of the Mercedes-Benz X-Class in certain markets, BMW's Australian office is pushing the main office for a pickup truck. “We cannot close our eyes and neglect it, we cannot neglect market trends,” said Marc Werner, head of BMW Australia. "We have been very pushy regarding utes or pick-ups, and we believe that this is something the company should be looking into. We have raised that with headquarters and certainly investigations are happening as we speak, but it’s too early to speak about the results of that analysis, but if there was a ute we would certainly take it.” In Australia, pickups or utes as they are known is one fastest-growing segments in the country. “If you look at the market, more than 150,000 Utes [were sold last year], out of 1.1 m cars overall and I think that that segment grew last year by 17 percent,” said Werner. BMW building a ute really doesn't fit the image of the brand. But Werner disagrees, saying the similar arguments were given with the launch of the X5 in 1999. Now the X family of crossovers are some of BMWs most popular models. “At the end of the day, we need to cater for what the customer and consumer want – and then the question is does it fit with the BMW DNA and BMW brand promise or are we over-stretching the brand, that is the core question that needs to be answered. But from a pure engineering perspective, everything is possible. The question is what does the brand stand for and how far you want to stretch it.” If BMW decides to go forward with this idea, they could reach out to their alliance partner Toyota to use the Hilux truck as a base. Mercedes did the same as the X-Class is a reworked version of the Nissan Navara pickup. Source: CarAdvice View full article
  23. While automakers are going crazy in terms planning new crossovers, Kia is showing some restraint. Speaking with Wards Auto, Orth Hedrick, vice president of product planning for Kia Motors America said the company doesn't see an opportunity to introduce an A-Segment crossover. “I don’t think we see an opportunity there. We have a lot of coverage in the marketplace now, and that is not a priority at this point. I think we would see more opportunity in C-segment (CUVs) then we would in A- or B-(segment models),” said Hedrick. Kia will also not join Hyundai with entering the pickup truck market. “It’s a big step to take and I think it’s a major commitment.” Hedrick points out that Nissan and Toyota have had issues in trying make a dent into the stronghold of large pickups by Ford, GM, and Ram. "It’s a fierce battle. You have to go into it eyes wide open,” said Hedrick. One interesting tidbit from Ward Auto's piece is that Kia is considering doing something similar to Hyundai's N performance sub-brand. Source: Wards Auto View full article
  24. While automakers are going crazy in terms planning new crossovers, Kia is showing some restraint. Speaking with Wards Auto, Orth Hedrick, vice president of product planning for Kia Motors America said the company doesn't see an opportunity to introduce an A-Segment crossover. “I don’t think we see an opportunity there. We have a lot of coverage in the marketplace now, and that is not a priority at this point. I think we would see more opportunity in C-segment (CUVs) then we would in A- or B-(segment models),” said Hedrick. Kia will also not join Hyundai with entering the pickup truck market. “It’s a big step to take and I think it’s a major commitment.” Hedrick points out that Nissan and Toyota have had issues in trying make a dent into the stronghold of large pickups by Ford, GM, and Ram. "It’s a fierce battle. You have to go into it eyes wide open,” said Hedrick. One interesting tidbit from Ward Auto's piece is that Kia is considering doing something similar to Hyundai's N performance sub-brand. Source: Wards Auto
  25. Previous Page Next Page This year's edition of the Detroit Auto Show is all about the trucks as Chevrolet introduced a redesigned Silverado and Ford is bringing back the Ranger. This morning, Ram has completed the trifecta with the launch of the 2019 Ram 1500. As we first saw in a leaked photo a few days ago, the 2019 Ram loses the big-rig styling that has been part of its identity since the 1994 model. This is most evident on the front end where the crosshair grille goes bye-bye and is replaced by a new grille design with the "RAM" smack dab in the middle. The front fenders has been raised to give the front a more upright look. Depending on the trim, the headlights will either be the standard ones found on the current Ram 1500 or LED headlights that are slim. The rest of the truck is an evolution of the current model with a similar style for the cab and bed. Thankfully, Ram has made significant changes to other parts of the truck. The interior, for example, is a step forward with a modern design for the dash, bigger center console, and crew-cab models boasting one of the largest back seats in the class. Three version's of FCA's UConnect infotainment system will be on offer ranging in size from 5 to a new 12-inch system. Apple CarPlay and Android Auto capability will be standard on the larger screens. Under the hood are a 3.6L Pentastar V6 and 5.7L HEMI V8. Power figures are the same as you'll find in the current Ram 1500; 305 horsepower and 269 pound-feet of torque for the V6, and 395 horsepower and 410 pound-feet. The V6 comes standard with what Ram calls the eTorque 48-volt mild hybrid system. This adds 90 pound-feet of torque for short bursts. eTorque is available on the V8 where it adds 130 pound-feet. The mild-hybrid system also adds stop/start capability and regenerative braking. An eight-speed automatic comes standard for both engines. Those wondering where is the 3.0L EcoDiesel V6, you'll have to wait until the 2019 model year. The 2019 Ram 1500 is about 225 pounds lighter than the current model. This comes down to high-strength steel being used in the ladder-frame, an electronic parking brake, and a number of aluminum bits such as the hood and tailgate. For the suspension, Ram retains the five-link coil suspension for the rear and coil-over springs for the front. A set of composite upper and aluminum lower control arms, along with the front stabilizer bar being moved behind the tires helps improve overall stability. New shocks feature frequency response dampening that adjusts the overall damping depending on the road conditions - a softer ride when driving over a bumpy road, stiffens up when cornering. Ram is increasing the amount of safety equipment fitted to the 2019 Ram 1500. This includes adaptive cruise control, automatic high beams, blind spot monitoring, around-view camera system, forward collision warning, and lane departure warning. You'll won't be waiting too long for the 2019 Ram 1500 as the brand says it will launch sometime in the first quarter. Source: Ram Trucks Press Release is on Page 2 All-new 2019 Ram 1500 – No Compromise Truck, Leading in Durability, Technology and Efficiency Engineering Overall weight reductions totaling nearly 225 pounds net when compared to previous model New frame features 98 percent high-strength steel to improve durability, weight and rigidity for improved handling Strongest Ram 1500 ever with most efficient frame in the segment – 100 pounds lighter with 98 percent high-strength steel Maximum payload increased to 2,300 pounds, and maximum trailer tow to 12,700 pounds New Ram 1500 is the segment’s most aerodynamic pickup with .357 coefficient of drag and features exclusive active aerodynamics: grille shutters, air dam and air suspension All-new Frequency Response Damping (FRD) shocks deliver the best combination of ride, handling and comfort in a pickup Next generation, class-exclusive air suspension enhances fuel efficiency, improves ride, and gives greater off-road capability, load-leveling and entry/exit convenience Largest front brakes in segment at 14.9 inches and new electric parking brake New 4x4 Off-road Package includes suspension with one-inch lift, electronic locking rear axle, tuned shocks and Hill-descent Control Powertrain 2019 Ram 1500 delivers significant gains in fuel efficiency with eTorque mild hybrid system on second generation 3.6-liter Pentastar V-6 and legendary 5.7-liter HEMI® V-8 engines – widest use of mild hybrid technology in the segment eTorque combines belt-drive motor generator unit with 48-volt battery pack to enable start/stop function, short-term torque assist and brake energy regeneration eTorque adds up to 90 lb.-ft. of torque to the 3.6-liter Pentastar V-6 and up to 130 lb.-ft. to the 5.7-liter HEMI V-8 Frame-mounted active tuned mass modules (ATMM) and Active Noise Cancellation in cabin expand use of Fuel Saving Technology cylinder cutoff on 5.7-liter HEMI V-8 and enable quiet cabin at 67.1 db New generation of TorqueFlite eight-speed automatic transmissions provide improved efficiency with more powerful control computers New electronic locking rear differential is standard on 4x4 Off-road Package and Rebel, available on all models Heat exchanger system now includes industry-first thermal axle to quickly warm rear axle gear oil, maximizing axle during warm-up Uconnect All-new 2019 Ram 1500 delivers innovative, state-of-the-art technology with award-winning fourth-generation Uconnect system and class-exclusive, 12-inch reconfigurable touchscreen display featuring split-screen capability for dual-application operation All-new SiriusXM with 360L personalized listening experience with more variety, smart content, recommendations and thousands of hours of on-demand audio Fourth-generation Uconnect system SiriusXM Guardian Connected Services delivers advanced in-vehicle connected services, including 4G Wi-Fi hotspot capability The most powerful audio system ever available in a pickup, Harman Kardon audio system with 19 premium speakers, 900-watt surround sound amplifier, 10-inch subwoofer and active noise cancelation 360-degree Surround View Camera with bird’s-eye perspective of vehicle New multifunction USB ports and optional integrated wireless charging pad Available navigation system accommodates one-step, voice-controlled destination entry and enhanced 3-D navigation map graphics Android Auto and Apple CarPlay enable link with Uconnect 8.4-inch and 12-inch touchscreens Design All-new 2019 Ram 1500 gears up for high-end with innovative design, highest quality materials and class-exclusive technology with “unbreakable interlocking” theme for enhanced appearance and aerodynamics The new face of Ram includes a chiseled Ram’s head logo and “RAM” grilles Most dramatic differentiation between models across six distinct price classes All-new full LED Adaptive Front-lighting System (AFS), including twin bi-functional projector headlamps, fog lamps and tail lamps Lighter, longer and wider, including an overall cab length increase of four inches, creating the most spacious interior for additional features and passenger comfort Nearly 100 percent more storage capacity versus closest competitor at 151.1 liters First FCA application of 12-inch fully configurable touch screen includes tailor-made graphics for various Ram models Reimagined center console with 12 different storage configurations offers never-before-seen customization for the most active interior real estate Second row includes slide reclining seats to eight degrees, a true flat-load floor with integrated RamBins with tie-down rings and expandable under seat storage All-new switch bank with dedicated toggle switches, wireless charging dock and up to five USBs, including four type C/A ports Safety and Security All-new 2019 Ram 1500 offers more than 100 safety and security features Adaptive Cruise Control with Stop, Go and Hold Forward Collision Warning-Plus warns the driver if impact appears imminent, and assists driver response by deploying brakes Ready Alert Braking and Trailer-sway Damping control LaneSense Lane Departure Warning-Plus alerts and assist the driver with corrective action ParkSense Parallel/Perpendicular Park and Hill-start Assist uses ultrasonic sensors to help the driver perform technical maneuvers AUBURN HILLS, MICH., JAN 15, 2018 - The all-new 2019 Ram 1500 becomes the benchmark for durability, technology, efficiency and convenience with features never before offered in a pickup. Overall weight for the Ram 1500 has been reduced by 225 pounds. As the truck’s backbone, the frame uses advanced materials and engineering to eliminate 100 pounds while increasing stiffness and durability for 12,700 pounds of towing capability and 2,300 pounds of payload. An all-new eTorque system delivers improved fuel efficiency in both V-6 and V-8 configurations. As a segment disrupter, the new Uconnect 4C with a massive 12-inch touchscreen leads the pickup world with technology featuring split-screen capability, 360-degree camera views and exclusive content from SiriusXM with 360L. Active safety and security systems join the technology onslaught with adaptive cruise control, forward collision warning, Blind-spot Monitoring and ready alert braking. “The all-new 2019 Ram 1500 delivers a no-compromise approach to the full-size truck segment with strength, durability, technology and efficiency,” said Mike Manley, Head of Ram Brand. “The Ram 1500 offers truck buyers leading-edge innovation with 225 pounds of weight reduction, 12,700 pounds of towing capability, a stunning Uconnect 12-inch touchscreen display and active systems that improve fuel efficiency and assist drivers. The Ram 1500 stands out as the benchmark in a very competitive segment.” Engineering The new Ram 1500 uses the longest, lightest and most efficient frame in the half-ton truck segment. The chassis has reduced weight by 120 pounds – 100 pounds from the frame alone delivering a maximum payload of 2,300 pounds and maximum trailer tow capacity of 12,700 pounds. The strongest Ram 1500 frame ever produced includes the same impact countermeasures across all configurations, and is made from 98 percent high-strength steel. Exclusive front splayed frame rail technology (patent pending) creates a highly efficient energy absorbing structure for all impact modes, including front-offset with frame integration forward of front tire. Also, frame-mounted high-strength steel tire blockers are placed behind the front tires to force wheels outward in the event of impact. Additionally, side rails are taller and fully boxed. To further improve NVH, new electronically controlled side-frame-mounted active tuned-mass modules (ATMM) work in harmony with an interior active noise cancellation (ANC) system on 5.7-liter HEMI V-8 equipped models to reduce ambient sounds down to a low 67.1 db – the quietest Ram 1500 ever. Rear cross members are double sheer welded to the inside and outside of the frame for improved durability and roll stiffness. Helping to create the most spacious cab in the segment, three new, longer frame lengths are offered: a 144.5-inch wheelbase on Crew Cab short beds and a 153.5-inch wheelbase on Crew Cab long beds – both four inches longer than their predecessors. The Quad Cab long bed has a wheelbase of 140.5 inches. Ram’s newest pickup offers a turning radius of just 46.2 feet, curb to curb. New independent front suspension components combine lightweight composite upper control arms, aluminum lower control arms and retuned geometry for improved responsiveness and handling. The front stabilizer bar is relocated behind the front tires, further improving roll stiffness by 20 percent. A new front coil-over shock design is standard equipment on all Ram 1500s regardless of configuration. The third generation, exclusive rear five-link coil suspension design provides better articulation over obstacles than a leaf spring system, and the new progressive coil springs are more than up to the task of handling a payload of 2,300 pounds and towing capability of 12,700 pounds. Frequency Response Damping (FRD) shocks Frequency Response Damping (FRD) technology has found its way into the 2019 Ram 1500 shocks on all four corners. When the Ram 1500 experiences a slower input, common during cornering and heavy braking, the bypass valve is closed for more aggressive damping, which provides additional stability and poise. When driving normally or exposed to faster shock inputs – which is common on rough roads or at higher speeds – the valve will open to soften the damping, giving the driver more comfort, confidence and control. Tailgate The new aluminum tailgate not only features damping during opening, it also integrates a lift assist measure. Unlike most competitors, Ram uses a nitrogen- and oil-charged strut, which gives consistent assist in even the coldest or warmest climates and consistent assist through the entire tailgate swing. The latch-and-lock mechanism is now electronic, reducing the amount of moving parts and allowing owners to drop the tailgate with the interior switch, remotely with the key fob or unlock/open with passive entry. Customers with arms full will appreciate the ability to easily access the bed on approach. Lightweight materials Reducing the weight of components on the new Ram 1500 improves fuel economy and allows for more content while raising payload and towing capability. By using effective high-strength steels, composites and aluminum, the 2019 Ram 1500 has dropped nearly 120 pounds from the chassis (100 pounds from frame alone) and nearly 225 pounds overall when compared to the previous generation. Additional weight reductions balance out added content to provide new comfort and fuel-saving content. The all-new Ram 1500 also takes advantage of lightweight aluminum for selective components, not just where possible but where practical. Although the Ram 1500 hood and select chassis components pioneered aluminum in 2009, the following chassis elements on the Ram 1500 made a notable reduction in weight by moving to aluminum in the all-new model: Tailgate Engine mounts Front axle center section Front suspension crossmember Transmission crossmember Steering system gear Lightweighting also involves substituting composites for metal – which offer high-tensile strength at very low weight while improving durability. The upper front suspension control arms (integrated with a steel structure), and the air dam structure are made from, or combined with, composite materials. The weight reductions allow for more convenience, comfort and entertainment features but also innovative fuel-saving technology, such as thermal management, eTorque and active aerodynamics. Aerodynamics Further demonstrating efficiency through engineering, extensive wind-tunnel testing honed the 2019 Ram 1500 exterior shape, resulting in continued, class-leading aerodynamics. Also, the cooperative application of active aerodynamics and modern styling led to a nine percent aerodynamic improvement on the new truck. The 2019 Ram 1500 Quad Cab 4x2 coefficient of drag is .357. As the 2019 Ram 1500 approaches 35 miles per hour (mph), a standard active front air dam automatically extends downward 2.5 inches (non-air suspension and Rebel trucks). The optional air suspension system lowers the truck 0.6 inches improving overall aerodynamics and efficiency. The new Ram 1500 also employs an active grille shutter system, which automatically closes the airflow through the huge grille when cooling is least needed. The body of the new Ram 1500 is the product of design and engineering cooperation at its best. The new Ram 1500’s elevated hood better directs air away from the wiper area – improving overall aerodynamics and reducing wind noise. A new venturi roof design directs air back to the rear spoiler – making it the most effective pickup roof treatment to date. Significant time was dedicated to designing the truck bed itself to increase usability and aerodynamics. Bed rails are raised by 1.5 inches to reduce drag as does a new spoiler on the new aluminum tailgate. The bed-to-cab execution is sub-flush to reduce disturbance alongside the body. A wheel-to-wheel tubular side-step design offers aerodynamic improvements by allowing air to pass around the truck more smoothly. A segment-exclusive lockable tri-fold tonneau cover serves a dual purpose by improving fuel economy by 0.8 percent and adding security and weather protection for bed storage. Air suspension The segment’s best ride and handling gets even better with the addition of FRD shocks with air suspension. The 2019 Ram 1500 is the only full-size pickup available with a four-corner air suspension system for optimal ride and aerodynamic performance. Another benefit of the new air suspension is the load-leveling capability, which automatically detects load on the suspension from a trailer or payload. The gas pressure increases until the vehicle reaches normal ride height, leveling the truck and improving the loaded ride. Additionally, a separate button on the key fob gives the operator the ability to manually lower the truck, allowing for ease of passenger entry and bed loading. Off-road Ram now adds a robust 4x4 Off-road Package for the Ram 1500 on nearly every trim. The offering includes a one-inch suspension lift, with or without the available four-corner air suspension. An electronic-locking rear differential and 32-inch on/off-road tires on 18- or available 20-inch wheels provide additional grip. Hill-descent Control, an off-road-biased rear suspension geometry (Rebel and 4x4 Off-road Package) and unique off-road-calibrated shocks bolster trail capability. The package also includes robust skid plate protection (transfer case, steering, engine and gas tank) and tow hooks. Rear-fender decals denote trucks equipped with the 4x4 Off-road Package. Also new for 2019, the Ram 1500 Rebel is even more capable, now available in Quad Cab configurations and featuring new 18-inch wheels with 33-inch Goodyear Wrangler DuraTrac tires driven by an electronic-locking rear differential. The Rebel predecessor came standard with Ram’s Active-level four-corner air suspension and a one-inch suspension lift. While air suspension is still available, the new Rebel comes standard with coil spring suspension and a one-inch factory lift. Newly designed Bilstein shocks feature remote reservoirs to keep the shocks cool and work with unique rear suspension geometry (Rebel and 4x4 Off-road Package) to keep the tires in traction. Rebel also includes Hill-descent Control for more off-road prowess. Hefty tow hooks feature wide bumper openings to ease use and the underbody protection features skid plates on the transfer case, steering system, oil pan and gas tank. Brake system With 18 percent more pad area, the 2019 Ram 1500 features the largest front brake rotors in segment at 14.9-inches. A new electric parking brake eliminates 20 pounds from the previous system and works jointly with the truck to identify automatic engagement events. Electric power steering The next generation system reduces weight by six pounds and is tuned for lighter and quicker steering. By using an electric motor to power the truck’s rack-and-pinion steering system, the engine is relieved from the task of constantly turning a hydraulic pump, improving fuel efficiency up to 1.8 percent and adding 5 horsepower. Powertrain The addition of the eTorque mild hybrid system is one of several changes made to the powertrains for the 2019 Ram 1500. The goal: Improve performance, fuel economy, payload, towing capabilities and drivability. Other changes include upgraded TorqueFlite eight-speed automatic transmissions, strategic weight reductions and innovations, such as quickly heating lubricants to reduce viscosity-related efficiency losses. The eTorque mild hybrid system replaces the traditional alternator on the engine with a belt-driven motor generator unit that performs several functions. The motor generator unit works with a 48-volt battery pack to enable quick and seamless start/stop function, short-duration torque addition to the engine crankshaft in certain driving situations and brake energy regeneration, which improves responsiveness and efficiency. With the engine running, eTorque’s motor generator unit feeds 48-volt current to a 300 watt-hour lithium-ion Nickel Manganese Cobalt (NMC)-Graphite battery. The small-suitcase-sized, air-cooled battery pack mounts to the rear wall inside the Ram 1500’s cabin. In addition to spinning the engine for restarts, the eTorque unit also recaptures energy during deceleration and braking to feed charge to the battery pack. 3.6-liter Pentastar V-6: 305 horsepower plus outstanding fuel economy The upgraded eTorque version of the Pentastar V-6 is the standard engine in most trim levels of the 2019 Ram 1500, specifically tuned for truck duty and rated at 305 horsepower and 269 lb.-ft. of torque. The newest Pentastar V-6’s advanced technologies, such as wide-range variable valve timing and two-step variable valve lift, deliver the optimal blend of power and fuel economy, based on the driver’s demand. Legendary HEMI power: 5.7-liter V-8 delivers 395 horsepower The brawny 5.7-liter HEMI V-8 combines the muscle of 395 horsepower and 410 lb.-ft. of torque – in a smooth, broad power band that avoids the hesitation and peakiness of turbocharged engines – with performance-enhancing and fuel-saving technologies that include variable valve timing and cylinder deactivation. With Fuel Saver Technology (cylinder deactivation), the engine control computer turns off fuel and spark, and closes the intake and exhaust valves on four of the engine’s eight cylinders during light load operation, such as highway cruising when full power is not needed. Variable camshaft timing helps maximize fuel economy by reducing the engine’s pumping work via a delayed closing of the intake valve, which increases the expansion process of the combustion event. The HEMI V-8 in the 2019 Ram 1500 benefits from a new 850-watt electric cooling fan using Pulse Width Modulation to tailor the fan’s energy draw to the cooling demand. Eliminating the traditional fan blade mounted to the front of the engine helps improve fuel economy by reducing parasitic losses and fan noise. TorqueFlite eight-speed automatic transmissions: The right gear at the right time Every 2019 Ram 1500 is equipped with a fully electronic TorqueFlite eight-speed automatic transmission with a wide spread of gear ratios that keeps engine rpm in the right range for the task – whether putting in a full day of off-road work or highway cruising. Trucks equipped with the 3.6-liter Pentastar V-6 use an FCA-produced TorqueFlite 850RE transmission. The 5.7-liter HEMI V-8 uses an upgraded TorqueFlite 8HP75 transmission. Both transmissions use a new generation of computer controllers that process data faster and coordinate transmission operation with the eTorque mild hybrid system. There are more than 40 individual shift maps to optimize shift changes and points for fuel economy, performance and drivability. Thermal management Today’s Ram 1500 employs a production-first thermal management system that taps into heated engine coolant to speed up the warmup of automatic transmission fluid and engine oil to maximize the fuel saving benefits of those fluids. The 2019 Ram 1500 takes that strategy a step further with an industry-first application that uses heated engine coolant to warm up the rear axle lubricant of 4x2 trucks. The engine control unit manages a three-way valve in the engine cooling circuit. Heating the truck cabin always takes priority, based on the HVAC temperature setting. Once heated, the valve routes coolant to the rear axle, where it circulates through a cavity in the double-layer axle cover to warm the gear oil. The warmed gear oil is less viscous and brings the axle to peak operating efficiency faster. Also, the system helps prevent the rear axle from exceeding maximum temperatures during demanding conditions such as hauling and trailer towing. The 2019 Ram 1500 continues to use the thermal management system to bring the transmission fluid and engine oil to operating temperature quickly. The system also serves a cooling function under high load/high ambient temperature conditions to ensure the transmission fluid temperature is controlled. Transfer cases get upgrades The BorgWarner 48-12 for part-time 4WD operation with Hi and Low ranges; and the BorgWarner 48-11 for on-demand 4WD are available in the 2019 Ram 1500. Both transfer cases engage via a push-button control center-mounted underneath the rotary gear selector on the instrument panel. The transfer cases are upgraded internally for more robust performance in conjunction with the increased payload and towing capabilities of the new truck. Axles Powertrain engineers reworked the rear axle for the 2019 Ram 1500 with the aim of increasing performance, durability and efficiency. Front and rear wheels and hubs adopt a 6-lug bolt pattern. The new Ram 1500 is also fitted with a new electronic parking brake. Three final drive ratios are available on 2WD and 4WD models – 3.21, 3.55 and 3.92. Each combination is available with a traditional open or limited-slip differential, which automatically divides torque among the rear wheels to maximize traction available at each wheel. New for 2019 is an electronic locking differential, available on 4WD trucks with the 3.21 and 3.55 final drive ratio and lifted suspension, and 2WD and 4WD trucks with the 3.92 ratio with the base or lifted suspension (Rebel and 4x4 Off-road Package). The electronic system gives the driver the ability to lock or unlock the differential on demand, providing maximum traction to the vehicle when needed. Also new for 2019 is a Max Tow Package, an option with the 3.92 final drive ratio offering up to 12,700 pounds of towing capability. The Max Tow Package is based around a Dana Super 60 center section and open differential with a 256-millimeter gear set, and uses 35-spline axle shafts. It is available on 2WD trucks powered by the 5.7-liter HEMI V-8 with eTorque. Small changes help save fuel The V-6 and V-8 powertrains in the 2019 Ram 1500 also reduce fuel consumption with an Interactive Deceleration Fuel Shut Off (iDFSO) feature that pauses fuel flow to the engine cylinders when the vehicle is decelerating. For the 2019 model year, the iDFSO feature is improved to be active in third gear and higher. The exhaust system has been re-engineered to reduce weight. Changes such as optimizing the thickness of the exhaust pipes and using aluminum for the hanger brackets cut more than nine pounds from the system. Extensive tuning of system components enables the 2019 Ram 1500 to maintain its trademark throaty roar from the dual exhaust tips. A new, forward-facing air intake mounted behind the grille of the 2019 Ram 1500 feeds cooler air to the intake of the system of the Pentastar V-6 and HEMI V-8 engines for improved performance. The intake system for both powertrains includes a hydrocarbon adsorption filter to reduce evaporative emissions. The filter is good for the life of the vehicle and does not need regular maintenance. Uconnect Designed to be the most technologically advanced pickup ever, the company’s all-new Ram 1500 is loaded with an array of innovative and state-of-the-art technology combined with the award-winning fourth-generation Uconnect system that offers new features and connected services. The 2019 Ram 1500’s high-tech features include a new class-exclusive and easy-to-use 12-inch fully configurable touchscreen display; the first-time debut of the all-new SiriusXM with 360L; the most powerful audio system ever available in a pickup – 900-watt Harman Kardon with 19 speakers; personal device integration and in-vehicle connectivity. The bonded flush 12-inch reconfigurable touchscreen with tailor-made graphics for various Ram models makes personalization easy with the new split-screen, operating two different applications for desired configuration, such as Apple CarPlay and HVAC controls, or one application, such as navigation across the entire 12-inch touchscreen. Available for the first time on the all-new Ram 1500 is a 360-degree Surround View Camera system providing a birds-eye view via four cameras positioned around the vehicle to create a fully stitched image. Customers who prefer not to use the touchscreen for HVAC will find redundant controls located on both sides of the display for convenience. Uconnect systems with the class-exclusive 12-inch display also feature the next level of audio entertainment with the first-time debut of the all-new SiriusXM with 360L. The new Ram 1500 also offers Uconnect 4 with or without navigation on an 8.4-inch display and Uconnect 3 with 5-inch display. All-new SiriusXM with 360L SiriusXM is transforming the next generation of in-car audio entertainment with the debut of the all-new SiriusXM with 360L, delivering a personalized listening experience with more variety, smart content recommendations and thousands of hours of on-demand streaming audio. The 2019 Ram 1500 is the first vehicle to have access to the new SiriusXM listening experience, which showcases the features and functionality of SiriusXM’s next-generation platform. SiriusXM’s new and enhanced experience for drivers and their passengers delivers SiriusXM content via both satellite and on-demand streaming to Ram truck models equipped the new fully configurable 12-inch touchscreen. Owners will receive a one-year SiriusXM All Access subscription with the purchase of a properly equipped 2019 Ram 1500. SiriusXM with 360L enables Ram truck drivers and passengers to discover more of what SiriusXM offers based on their listening preferences, including exclusive SiriusXM on-demand programming not previously available in the vehicle. Most powerful audio system in a pickup The all-new 2019 Ram 1500 offers four audiophile-quality audio systems to immerse passengers in the ultimate sound experience, including Alpine and a class-exclusive premium Harman Kardon audio system with 19 speakers and 10-inch subwoofer – the finest and most powerful audio system available in a pickup: Three 3.5-inch and one-inch coaxial speakers located in the instrument panel Two 3.5-inch and one-inch coaxial speakers located in the front doors Two 6x9-inch speakers located in the front doors Two 6x9-inch speakers located in the rear doors Two 3.5-inch and one-inch coaxial speakers located in the headliner One 10-inch enclosed subwoofer behind the rear seat (passenger side) One 12-channel boosted Class-D amplifier Four ANC microphones Compatible device connectivity To ensure that passengers remain conveniently connected, 2019 Ram 1500 owners can manage their personal device connectivity with a plethora of electronic charging options. Located in the reimagined center console, a wider docking area offers an all-new optional integrated wireless charging pad that can hug a small tablet or multiple smartphones. To keep devices charged, there are five USB ports (three are in front of the center console and two are in the back). Three of the USB ports are fully functioning and communicate with the Uconnect interface while the other two USB ports are charge only. Four of the five USB ports are new type C/A ports that allow devices to be charged up to four times faster than standard USB outlets. The remaining USB is type A. Exterior Design The all-new Ram 1500 is lighter, longer and wider. Ram 1500’s wheelbase and cab are up to four inches longer – giving the truck improved proportions and better aerodynamics. Width is increased by .5 inches. Bed height is raised by 1.5 inches. The 2019 Ram 1500 retains shapely body lines with a much larger and more aggressive, forward-leaning, front grille opening. The all-new frame with splayed rail ends connects repositioned tow-hooks that are more outward and down when compared to the previous generation. An interlocking theme reveals itself in the grille, headlamps and hood. Catering to a variety of buyers, the most elaborate grille designs in the auto industry are available in six different styles. Three headlamp variations are available: Halogen, full LED and full LED with Adaptive Front-lighting System (AFS). Above the lamps resides a new raised aluminum hood that builds on the Ram’s big-rig stance. The elevated hood also better directs air away from the wiper area – improving overall aerodynamics and reducing wind noise. A new badge finds itself interlocked with the stamping of the side hood pocket. Seamless surfacing flows with trademark Ram front and rear fender blisters artfully blended into the body. A drawn body-side character line stretches from front to rear with a styled creased line serving as the two-tone paint border. All navigation, Wi-Fi, radio and SiriusXM tasks are handled by a new shark fin antenna – making the new 2019 Ram 1500 the first full-size truck without a mast antenna. A new 33.3-inch by 43.4-inch panoramic sunroof also is available, giving passengers a spectacular 10 square feet of sky view and additional natural light. The roof also receives aero treatments to flow air over the bed to the tailgate. Bed rails are raised by 1.5 inches, and are now aligned with the beltline of the body to create a stronger, consistent horizontal profile with aero benefits. Additional drag is reduced with a new spoiler on the aluminum tailgate. The all-new Ram 1500 continues to offer the best lockable bed storage in the segment with RamBox, now featuring a 115-volt outlet and relocated overhead lighting in the box lids to improve illumination. The industry-first RamBox cargo management system includes versatile, weatherproof, lockable, illuminated and drainable storage bins built into the bed rails. All-new tail lamps come in three different configurations: Halogen, LED and LED with Blind-spot Monitoring. A segment-exclusive full-width chrome stamped-steel rear bumper underlines the rear of the truck. The improved design integrates a larger stepping pad on the corners and creates a lower step-in height on the center of the bumper for easy access to the bed. Sixteen new wheel designs align with an increased lug pattern —from five to six —and are available from 18-inches to an impressive 22-inches in diameter. The 2019 Ram 1500 is available in 12 colors, including four new colors, and the first use of Tri-coat paint with Ram: Billet Silver, Tri-coat White, Patriot Blue, Diamond Black Crystal. Three two-tone color options carry through newly designed fender flares and the lower body. Interior Design Surrounding the largest cab in the segment, the interior design team brought unique colors and premium materials to each trim level of the 2019 Ram 1500. Modular design allows for more personification and customization. Each model makes its own unique “hero” statement. The 2019 Ram 1500 features the first application of Uconnect 4C NAV on a 12-inch fully configurable touchscreen, tailor-made for various Ram models. The touchscreen can house one application, such as the navigation map, across the whole 12-inch screen, or can be divided in half, operating two different applications at once. An all-new toggle switch bank lies below the touchscreen giving physical control of specific features. An active noise cancellation system on 5.7-liter HEMI V-8 equipped models and acoustic glass reduce ambient sounds down to a low 67.1 db – the quietest Ram 1500 ever. New features gave designers the opportunity to reinvent the Human Machine Interface. Across all trim levels, the 2019 Ram 1500 features push-button start, an electronic parking brake and a redesigned rotary e-shifter dial. The new shifter area also intelligently groups new feature buttons, including engine stop-start from eTorque, Hill-decent Control, axle lock and transfer case controls, when equipped. The center stack has been raised and brought closer to the driver to accommodate the 12-inch Uconnect touchscreen and improve overall reachability of system controls. The new HVAC system features nearly 25 percent more air flow at lower noise levels, including larger front defroster vents for better performance. Improved vents give rear passengers 50 percent more airflow when compared to the previous generation. With 151 liters of interior storage volume, the 2019 Ram 1500 includes nearly 100 percent more storage capacity versus closest the competitor. The reimagined center console is a useable, complex piece of art with more than 12 different storage combinations. Center stage, a wider docking area with optional wireless charging can hold a small tablet or smartphone. A three-position sliding cup holder tray can be stowed under the center armrest to reveal a deep storage tub designed to hold a 15-inch laptop. Lifting the lid of the center armrest also reveals an additional lined storage compartment sized to fit a tablet and/or hang a full-size file. At the rear of the console, there are two additional cup holders, which include a tablet holder for rear passengers. To keep devices charged, five USB ports reside in the center console – three up front and two in back. Three of the USB ports, including one in the rear seating area, are fully functioning and communicate with the Uconnect interface. Two three-pronged 115-volt household plugs can be found in the first and second rows (one in the center stack and one at the rear of the center console). An additional 115-volt plug can be found in the RamBox, when equipped, tripling the number of outlets on the previous model, and now handling up to 400 watts. The redesigned upper glove box acts as an open shelf for smaller items. On higher trims, the upper glove box is covered by a wood and metal accent that can slide upwards, hidden in the dash. The Laramie Longhorn takes advantage of this space with an actual burned-in branded “Longhorn.” The 2019 Ram 1500’s cab length has increased a total of four inches inside. B- and C-pillars moved an inch rearward, and the rear of the cab is pushed an additional two inches. Thus, front and rear doors are now one inch larger on Crew Cab configurations, while the rear door is one inch shorter on Quad Cab models compared to the previous model. Along with the largest cab in the segment, the second-row features eight degrees of slide-recline with best-in-class leg room of 45.1 inches, passenger comfort and an exclusive SmartFold center armrest that creates a captain’s chair experience. A true flat-load floor provides increased rear passenger comfort and usability. Folding up the rear bench seat reveals 20 liters of additional contained storage space with under-seat compartments. With the clever fold out feature, contained storage doubles to 40 liters. Bookending the flat-load floor are two RamBins. Now 5.5 inches longer than the previous model, these covered in-floor storage bins can hold larger items, including up to a four-inch drop hitch – keeping cargo out of sight and the interior clean. On top of each Ram Bin are two tie downs to keep cargo secure. The all-new Ram 1500 key fobs also feature new design treatment and functions, including power release tailgate. The fob also features branding for higher trim levels and a battery life improvement of up to six years. Safety and Security With more than 100 available safety and security features, the 2019 Ram 1500 is available with the latest in advanced technology. As part of FCA US’s ongoing and continuous efforts to proliferate the most advanced materials engineering, the Ram 1500 frame and body structures feature 98 and 54 percent high-strength steel respectively. The new Ram 1500 features the most advanced frame in the segment with equal impact countermeasures on all configurations. Exclusive splayed and tapered frame rail technology creates a highly efficient energy absorbing front frame rail structure for all impact modes. Frame-mounted high-strength steel tire blockers are placed at front cab location to redirect the tire outbound in a front-offset impact. Some of newest features among more than 100 standard and available safety and security features in the all-new 2019 Ram 1500: Adaptive Cruise Control (ACC) with Stop, Go and Hold: Helps maintain a driver-adjustable distance between the vehicle and the one in front of it, and can bring the vehicle to a controlled stop and hold it there. This system works by decreasing the vehicle’s pre-set cruise-control speed when closing in on another vehicle in the same lane, or when another vehicle moves into the same lane. ACC will accelerate the vehicle back to the pre-set rate once the vehicle in front speeds up or moves into another lane, including full stop Adaptive Front-lighting System (AFS): Points headlamps in the planned direction the vehicle is traveling using steering wheel input to point light around turns, driveways and parking lots Advance Brake Assist: If inadequate force is applied to brakes in response to signal from Full-speed Forward Collision Warning-Plus, Advance Brake Assist increases brake force automatically Blind-spot Monitoring (BSM): Uses dual ultra-wideband radar sensors to aid the driver when changing lanes or if being passed by or passing unseen vehicles. The system notifies the driver of vehicle(s) in their blind spot via illuminated icons on the side-view mirror. BSM also includes easy-to-use trailer coverage Brake assist: In an emergency brake situation, the system applies maximum braking power, minimizing the stopping distance Brake-throttle override: Allows driver to stop the vehicle when throttle and brake inputs occur simultaneously; electronic throttle control reduces engine-power output until vehicle stops or pedal inputs cease Electric parking brake (EPB): Utilizes parking brake switch mounted in the instrument panel, a motor on caliper (MOC) at each rear wheel and an electronic control module. Four modes of operation: static apply and release, dynamic apply, drive away release and safe hold Electronic brake-force distribution: Assists the driver to optimize stopping distances and control under all vehicle loading conditions by regulating braking pressure front-to-rear Forward Collision Warning-Plus: Utilizes radar and video sensors to detect whether the Ram 1500 is approaching another vehicle or large obstacle in its path too rapidly, and warns or assists the driver in avoiding/mitigating the incident Frequency Response Damping: New shock design features a two-valve system to properly adjust wheel movement depending on road input, with two valves, additional tuning helps keep tires to the ground on rough surfaces LaneSense Lane Departure Warning-Plus: Leverages electronic power steering (EPS) to deliver a torque input to alert and assist the driver with corrective action Largest brakes in segment: The all-new Ram 1500 features the largest available front brakes at 14.9 inches for superb stopping distance ParkSense Parallel/Perpendicular Park Assist: Ultrasonic parking sensors on bumper guide the driver into the parking space. The system automatically controls steering-wheel angle, while the driver controls gear position, brake and accelerator. Parallel parking is possible on either side of vehicle by selecting the direction with the turn signal; for perpendicular parking, vehicle backs itself into space ParkSense park assist with reverse stop: The system utilizes ultrasonic sensors at low speeds in reverse to detect stationary objects. The system provides haptic feedback to the driver, with an application of the brake before releasing if a collision is imminent. At speeds below 4 miles per hour, the system will bring the vehicle to a stop before releasing. The forward system utilizes ultrasonic sensors at low speeds to detect stationary objects in front of the vehicle Rear Cross Path (RCP) detection: In parking lot situations, this system warns drivers backing out of parking spaces of traffic moving toward their vehicle. It activates any time the vehicle is in Reverse. The driver is notified of vehicle(s) crossing behind the vehicle via illuminated icons on the side-view mirror and with an audible chime Surround View Camera: Uses four cameras positioned around the vehicle to provide a bird’s-eye perspective of the vehicle and its immediate surroundings. Driver can also select other views, including front or rear cross path Tire blockers: Frame-mounted high-strength steel tire blockers are placed at front cab location to redirect the tire outbound in a front-offset impact Most advanced frame in the segment with exclusive splayed frame rail: All Ram 1500 frames feature 98 percent high strength steel and technology (patent pending) that creates a highly efficient energy absorbing front frame rail structure for frontal impact modes 9-1-1 Call/Assist Call: Mirror-mounted buttons for emergency services, roadside assistance, Uconnect Customer Care and non-collision related emergencies SiriusXM Traffic: Works with the vehicle’s navigation system to display traffic speed and flow information, along with accident information to assist drivers in routing around congested areas SiriusXM Travel Link: Real-time local fuel prices, weather conditions, sports scores and movie locations and times all featured in this subscription-based system provided by SiriusXM Radio Tailgate power release and Passive Entry: Allows the operator to release the tailgate using the key fob or unlock automatically with combination of key fob presence and hand motion under tailgate handle Tailgate ajar notification: Notifies the operator the tailgate is not fully closed with a warning light in the gauge cluster Tilt-and-telescoping steering column: Allows steering column to tilt and move toward or away from the driver to achieve a safe and comfortable distance from the advanced multi-stage front driver air bag, if deployed Tire-fill alert: When adding air pressure to tires, a new tire-fill alert system chirps the horn once you have reached the recommended pressure Uconnect Access voice-to-text: Enables cloud-based text-message dictation via compatible Bluetooth-enabled cell phones; available to registered Uconnect Access subscribers Uconnect Drag and Drop menu bar: Drivers can drag key usage buttons and move them to their Uconnect system’s main menu bar for easier access Previous Page Next Page View full article

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