How Dodge made the 2016 Charger Pursuit safer for cops

Dodge lays down the law with the 2016 Charger Pursuit. Photo by Wesley Wren

In a push for safety, Dodge ditched cabin laptops

Computers and police cars have always been an awkward match; now Dodge has tried its hand at remedying the problems of modern patrol work with the 2016 Charger Pursuit.

The traditional way to do computer work in a cruiser is to fix a laptop to the dash or console. Sometimes these laptops are on swivel bases, but more often than not they’re fixed. This causes two problems: The computer can interfere with the passenger-side air bag, putting a second officer at risk; laptops can also cause a major distraction while driving. The Los Angeles Police Department was dealing with both of these problems and approached Dodge.

An active Detroit Police Department cruiser shows the terrible amount of clutter that officers face. Photo by Wesley Wren

Dodge answered by throwing the laptop in the trunk … well, the laptop and just about everything else that got in the way. Instead, Dodge expanded its Uconnect screen to 12.1 inches and fixed a keyboard to the center console. Dodge also made it possible to tether a keyboard via USB or use a Bluetooth keyboard — all in the name of versatility, space and passenger safety. The Uconnect screen controls everything that an officer would use: the light bar, the camera, the siren, a phone and anything else a department wants to program into the system. Dodge chose to leave a portion of the system open to allow different departments to customize the Charger.

The 2016 Charger Pursuit freed up the passenger air bag thanks to the 12.1-inch Uconnect screen. Photo by Wesley Wren

The Charger Pursuit is equipped with a heavy-duty suspension and other cop goodies, but you won’t see any SRT8 or Hellcat Charger Pursuits. The 5.7 Hemi is the engine of choice for the highway patrol units, with the 3.6 Pentastar six-cylinder pushing the rest of the Charger Pursuits along. TorqueFlite eight-speeds are the only available transmissions. Also, these come with all-wheel drive, so they should be capable in snowy climates.

The 2016 Charger Pursuit just looks menacing. Photo by Wesley Wren

You’ll start seeing these new Charger Pursuits cycle into fleets within the next year. Try to keep them out of your rearview mirror.

FCA 2016 Full-Line Preview: More Power, More Choices, More Fun!

August 31, 2015 | By BJ Killeen

Flying across country from Los Angeles to Detroit only to turn around and fly home again the next day may not sound like fun, but if there was ever a good reason to do it, the FCA (Fiat Chrysler Automobiles) 2016 full-line preview is it. Once a year FCA gathers all its vehicle brands at its Chelsea Proving Grounds in Chelsea, Michigan, and invites virtually every journalist in the country to spend a day in a giant adult playground. From sports cars to trucks to EVs to off-roaders, anything and everything is available to drive on the track, on the street (inside the compound), and off road.

It’s the Mecca of automotive events, and we love attending because we can drive as much as we want. We can interview executives, see what’s new from Mopar, and run amok on the autocross course. FCA gets it. It understands we want seat time in everything from the Charger Pursuit sedan to the Ram ProMaster City van.

And although we admit we’ve already driven about 80 percent of the lineup, we hadn’t driven the vehicles on the track or an autocross. When we do real-world evaluations on public roads, we refrain from being stupid. If you want to drive fast with reckless abandon, do it on a closed course. We learned this a long time ago. The FCA full-line preview event allows journalists to push the vehicles to their full capabilities without endangering lives.

Our usual plan of attack is to rush to the autocross course, but this time we knew we’d be departing later in the afternoon than other journalists, so we pushed that to the end with the hopes that the course would be uncrowded so we could do multiple laps without having to surrender the vehicle to a throng of impatient next-in-liners. This time, we studiously reviewed the offerings, calculated the popularity-to-drive-time ratios, prioritized our wish lists, and developed an in-depth strategy to get it all done. Of course, we didn’t follow any of that. We did a LeMans start, and ran for the closest vehicle just to get into something. Okay, I lied again. What we really did is wander over to the awesome display of historic Jeeps, alongside new Jeep models with Mopar modifications.

Of all the FCA brands, Jeep’s history might be the most diverse. It’s always stood for capability and freedom, from being able to handle any off-road situation, to being the principal transportation for the U.S. Army for years. Eight decades of the past combined to create the Jeep brand today, and with eight models ranging from the capable and affordable Renegade to the outrageous SRT Grand Cherokee, there truly is something for everyone.

Jeep fanatics are proud of their vehicles’ ability to tackle any terrain. And like anyone who accomplishes daring feats, they want the world to know. Jeep gets this, and has created badges to sell to Jeepsters if they make it through some of the toughest terrains, such as the Poison Spider, Pritchett Canyon and Steel Bender trails in Moab, Utah. Jeeps are also marked with badges that tell the owners how they are rated: Safari, Sure and Trail ratings are just an example of what Jeep does to cater to its owner base. And a loyal owner base it is. For 2014, Jeep brand set its third consecutive all-time global sales record of over one million vehicles. Impressive.

Jeep Compass Latitude High Altitude 4×4

Take a Jeep — any Jeep — off road, and you’ll be a convert as well. We jumped in the 2016 Jeep Compass Latitude High Altitude 4×4, loaded up the seats, and headed for Lyman Trail, the off-road section of the proving grounds. All off-road trails around the world are rated with numbers: 1 is easy, 10 is extremely difficult. We followed the preset course designed to best show off the Jeep’s talents, and we experienced trail areas that probably averaged around 4 or 5. The Compass easily climbed rocks, forded deep water, made quick work of fallen trees, and braked itself down steep downhills. Excellent approach, breakover, and departure angles make this Trail Rated Jeep a winner off road. It features a quiet cabin and good performance on-road, also, with the 2.4-liter 172-horsepower I4 engine. For a base price of $25,595, it would be hard to beat for a new Jeep enthusiast.

Ram ProMaster City Van

Another vehicle we were curious about and hadn’t driven back home was the 2016 Ram ProMaster City van. Our ride was the SLT Cargo model, which we fully expected to be loud, rough, tinny and, well, a cargo van. We took it for a lap around the “street” course, and found it to be quiet, good handling, lots of room, and enough power from the 178-horsepower 2.4-liter Tigershark four-cylinder engine to take care of a lot of small-business needs. The ProMaster City is rebadged from the Fiat Doblo van found in Europe. Sharing global vehicles is a great way for companies to save money, yet deliver vehicles that suit the needs of customers regardless of the continent. The van we tested based at $25,655, and featured a nine-speed automatic transmission, four-wheel disc brakes, and a highway fuel-economy number of 29 mpg. The options included a trailer tow group, lights and wheel group, back up camera group, and cargo partition that eliminated any booming or echoing noise from the driver cabin area. Two points we would like to see improved: the screen is small compared to the big Uconnect 8.4-inch ones in other FCA vehicles, and the steering could be a bit tighter. We believe as this van evolves with more focus on North American tastes, those small critiques will be addressed. But the ProMaster City van can stand head to head with any of the cargo vans from Nissan, Ford and Chevrolet.

Chrysler Town & Country Minivan

Speaking of vans, as you know from our long-term Kia Sedona coverage, we love vans. But it’s impossible to speak about minivans without mentioning Dodge and Chrysler, since this is where it all started 30 years ago. The 2016 Chrysler Town & Country and the Dodge Grand Caravan are the only two minivans left of the family, with the departure of the smaller Dodge Caravan and defunct Plymouth Voyager. The T&C offers six different models to choose from, starting with the entry-level LX all the way up to the fully loaded Platinum trim. The model we drove was the S, which is the middle grade. Pricing has not been announced yet, but the 2015 version stickered at a base of $33,695. We don’t expect to see a big jump for 2016. This van offers a lot of nice features, including a 3.6-liter Pentastar V6 engine, impressive safety features, and good looks. Our van included the Driver’s Convenience Group, which added heated steering wheel and seats, Uconnect Voice Command, Keyless Enter ’n Go, security alarm, and remote start. You have to love the Stow ’n Go seats, and the tons of storage areas inside. The instrument panel is easy to read, but the location of the shift lever up high on the console has never made us happy. If you’re looking for a unique van, for 2016 Chrysler has introduced the Anniversary Edition of the T&C that celebrates 90 years of the Chrysler brand. It’s based off the Touring-L model (one step above the S trim), and comes with an Anniversary Edition logo on the radio splash screen and floormats. Even though the competition is waning, the FCA minivans continue to be the top sellers, and probably will be for the foreseeable future.

Dodge Challenger R/T Scat Pack

We went off-road, we drove a cargo hauler, and then a minvan; to say we’re mixing it up is an understatement. So to continue the theme of non-continuity, we waited our turn to get into the Dodge Challenger R/T Scat Pack, with and without Mopar enhancements. The R/T Scat Pack was a 2016, but the Mopar was a 2015 model. Changes for 2016 R/T don’t affect the performance and handling, such as the return of the Plum Crazy exterior shade, a deep purple that’s a throwback to the original Challenger models. While we like purple, we’re okay with any color Challenger. Since the Challenger was reintroduced in 2007, we’ve been in love with the styling, probably because we are enamored with the original Challenger. Both models look as if they mean business no matter what angle you’re looking at, and they have the performance to back up the design. The Challenger deserves more than a street drive, so we took them both around the road course, which is more fun than a person can expect to have. The track has plenty of sweeping corners to toss around the R/T, which handles so well that it’s easy to keep pushing it harder. This Challenger is balanced, predictable, and so much fun to drive.

The R/T Scat Pack makes 485 horsepower and 475 lb-ft of torque from its 6.4-liter HEMI V8, which means power whenever you want it. The Scat Pack is a good mix of performance and appearance upgrades, like Brembo brakes, high-performance suspension, dual exhaust, and performance 20-inch tires. Other features include exterior fender badging, premium audio system, unique performance cloth seats, and Uconnect’s 8.4-inch screen. Pricing for 2016 on the R/T Scat Pack is a base of $38,990 including destination. Since the R/T makes 18 mpg combined (it’s a high-performance car, not a hybrid, folks), there’s a gas-guzzler tax of $1,000, but if you get the optional ($1,400) TorqueFlite 8-speed transmission (which ours had), the tax goes away. For 40 large, good luck finding another vehicle that looks this good with this much performance for such a great price.

Dodge Challenger R/T Shaker with Mopar Scat Pack 3 Kit

Just when you think it can’t get any better than the R/T, along comes Mopar with its Scat Pack 3 Kit. Adding Mopar performance parts to your vehicle is a great way to show what a little tweaking and tuning can do for an already impressive ride. You should all be familiar with Mopar by now since it’s been the parts, service, and customer care part of this company since 1937. The vehicle starts as a Challenger R/T Shaker, with the Shaker referring to the functional hood styling, and features cold air induction and other pieces that mark it as a Shaker model. The base price is $30,990 with destination. Now let’s just say you want to bump up the fun a notch or two. Mopar already sold the Scat Pack 1, and now offers the Scat Pack 2 and 3 performance upgrade kits. Kit 2 will give you up to 56 more horsepower and 30 lb-ft of torque from the 5.7-liter HEMI V8. Other mods include a Mopar Performance camshaft, valve springs, tie bars and miscellaneous engine items. All this and more for an only extra $1,895.

The Scat Pack 3 Kit, which was on our tester, kicks it up one more step for those enthusiasts looking for amazing performance without going to a Hellcat. For an additional $4,495, you get CNC-ported cylinder heads, hi-flow manifolds, hi-flow catalysts, and with other assorted items including exterior badging. Power now jumps up 75 horses and 44 lb-ft of torque. As tested, this brings this model to $46,865 including destination. Still a great value, and to top it off, none of these modifications will void your original manufacturer warranty. Just another reason Mopar mods make a lot of sense.

As much fun as the regular Challenger is, this Mopar Performance kit takes it to a whole other level, and that level is in the clouds. It’s all about stellar handling, amazing grip, and power on demand. Around the road course, we had the best time, and we haven’t even mentioned the exhaust note, which will embarrass any other vehicle on the road. That’s the sound of American power, and there’s nothing else like it. Period.

Mopar Drag Pak

Mopar Performance proves that Dodge gets it. And if the kits don’t prove it, the Drag Pak will. This is what Mopar was born for: creating a race version for the Challenger. It’s as close to being factory sponsored as possible. The Drag Pak for the Challenger can be had with either the first-ever supercharged 354-cubic-inch Generation III HEMI engine or a non-turboed 426-cubic-inch Gen III HEMI.

Not street legal, the Drag Pak is for those who compete in drag series, and it comes with race-calibrated features, all designed for the stress that drag engines are put through in a short time. At $99,426 for the naturally aspirated version and $109,354 for the supercharged model, when you factor in that this vehicle is ready to hit the track immediately, it may be the least expensive way to go racing right now. And no, we didn’t get to drive it, and yes, we’d love to have the chance!

2016 Fiat 500 Abarth

As we planned earlier in the day, we waved to busloads of journalists heading to the airport before we hopped the shuttle to the autocross course. Sure enough, it was wide open, which meant our grin was also. Sitting there waiting for us was the 2016 Fiat 500 Abarth, a vehicle that truly understands the meaning of bang for the buck. Not much has been added for 2016: new exterior colors, Uconnect 5.0 with a 5-inch touchscreen radio, and a specially tuned six-speed automatic. The 1.4-liter MultiAir Turbo puts out 160 horsepower and 183 lb-ft of torque — more than enough to squirt this lightweight rocket around the course. The steering is responsive, body roll is minimal, and it grips the road like a owl on a field mouse. Because the track was empty, we went around again and again and again, pausing only to laugh and shake our heads at how much fun this little car is, especially when you see that it gets 34-mpg highway and starts at a little over $22,000. There’s no question the Abarth has spent a lot of time hanging around its big brother Viper.

As you can see, our time in Chelsea, Michigan, was well spent. Did we get to drive everything we wanted? Pretty much. The Charger Pursuit car was popular, and while we missed it this time, we drove it last time. And it’s been a while since we’ve been in the Dart, but we’ll schedule that for a test drive soon. We left the event more than satisfied that FCA is doing a great job creating products that reflect its respective brands, and that have the features, styling, and performance that customers want. To read more about the Ram ProMaster City, check out these reviews here and here. For a review of the Town & Country, follow this link. Interested in more about the Abarth? Check it out here.

Photography © Team Killeen and courtesy FCA.

Jeep rolls out modified Cherokee, Wrangler and Renegade for Frankfurt Motor Show

BY Kyle Campbell

NEW YORK DAILY NEWS

Tuesday, September 15, 2015, 11:47 AM

The Jeep Wrangler Rubicon Sunriser features exclusive matte orange paintwork, in addition to a host of Mopar accessories, such as bumpers with a double tow hook on the front, a 4-inch suspension lift kit and half doors.

While it’s not introducing any new models or rolling out an eye-popping concept, Jeep is using this week’s Frankfurt Motor Show to showcase modifications to some of its most popular SUV lines.

The Fiat Chrysler Automobiles (FCA) subsidiary introduced modified versions of the Cherokee, the Wrangler Rubicon and the Renegade Trailhawk this week at Europe’s largest auto show of the year. The vehicles have been altered for appearance and off-road performance with parts from Mopar, FCA’sservice, parts and customer-care brand.

Based on the Trailhawk model, the Jeep Cherokee KrawLer was created to tackle the toughest driving conditions — as the name suggests by hinting at the vehicle’s “rock crawler” capabilities for navigating harsh off-road obstacles.

First up is the Cherokee “KrawLer,” which includes hefty off-road tires, a suped-up suspension,wider fenders, skid plates and rock rails. As its name and equipment suggests, the four-wheel-drive Krawler is meant to take a beating from tough terrain and with a 3.2-liter V-6 engine that can reach 272 horsepower, it’s got some giddy-up.

The Jeep Cherokee KrawLer modification designed for this week’s Frankfurt Motor Show, is outfitted with a 3.2-liter V-6 Pentastar 272-horsepower engine, automatic nine-speed transmission and four-wheel drive with low range and rear differential lock.

Basically, this is the Jeep the founders of Jurassic Park probably should have gone with in the movie. Not only could it outrun a T-Rex in the forest, but let’s face it, that military-inspired matte-green would serve as much better camouflage.

The second modification wouldn’t blend in quite so well. The aptly-named “Sunriser” version of the Wrangler Rubicon is matte-florescent orange outfitted with LED headlights as well as orange-trimmed tires and leather seats.

The Jeep Wrangler Rubicon Sunriser features bumpers with a double tow hook on the front as well as LED headlights.

With a 4-inch suspension lift kit, double tow hooks on the front bumper, an engine skid plate and beadlock wheels, which fix the tire beads to the rims to prevent unintended tire removal, the Sunriser can more than hold its own off road or on the beach, if you prefer.

Last but not least is a modified version of the Renegade Trailhawk. This offering doesn’t have a cool alter ego like it’s compadres and it’s considerably tamer as much of the alterations are aesthetic.

The Jeep Renegade Trailhawk also includes17-inch aluminum alloy rims, underbody skid plates and two rear tow hooks.

A fresh paint job, oversized black mirror caps, 17-inch aluminum alloy rims and side stickers top the list of exterior modifications while racing pedals and new floor mats are featured on the inside. This Trailhawk also has a pair of rear tow hooks and an underbody skid plate.

Chrysler Upgrades Pentastar V-6 For Fuel Efficiency; Lack Of Direct Injection A Hint Of Future EPA Rules?

Chrysler Pentastar V6

Automotive engineers are very good at incremental improvements to existing technologies, and that skill will be much tested in meeting increasingly stiff fuel-economy rules between now and 2025.

For the 2016 model year, Chrysler has extensively re-engineered its Pentastar V-6 engine, a mainstay powerplant in the light trucks that comprise the majority of its sales.

From Jeeps to minivans to crossover utility vehicles to sedans, the Pentastar has to get more fuel-efficient to keep Fiat Chrysler Automobiles in compliance with the Corporate Average Fuel Economy mandates.

The changes to Chrysler’s core 3.2-liter and 3.6-liter V-6s include a higher compression ratio (from 10.2:1 to 11.3:1), two-step variable valve lift, improvements to the variable valve timing, cooled exhaust-gas recirculation, and a reduced weight due to a host of redesigned individual components.

The resulting engine produces 15 more torque at engine speeds below 3000 rpm, and fuel-economy improvements of 6 percent.

2016 Chrysler Town & Country

But Chrysler did not switch its engines from port injection to direct injection, or squirting atomized gasoline directly into the cylinders. That goes against the direction many automakers have moved, including General Motors, Ford, Toyota, and many others.

As laid out by industry analyst Sam Abuelsamid in a new post on his blog, Sam’s Thoughts, that’s because gasoline direct injection (known as GDI or DI) brings with it not only increased efficiency but also a new problem.

The undesirable byproduct of DI, which is also more expensive, can be soot produced by incomplete mixing of gasoline and air in the combustion chamber, especially when the engine is cold.

Some turbocharged cars with direct-injected gasoline engines can be seen with sooty deposits around their tailpipe, especially those in cold climates.

While EPA regulations on diesel engines have largely solved the soot issue–the current “Tier 2, Bin 5” standards in effect since 2008 essentially mandate diesel particulate filters that trap soot emissions–gasoline engines haven’t been subject to the same rules.

But that’s about to change.

Starting in 2017, the EPA will move to “Tier 3” standards that tighten limits on particulate emissions from all engines–meaning that gasoline engines in the U.S. may have to adopt the same particulate filters that diesels now employ.

Combined with potential EPA changes to fuel-economy ratings to make them more accurate for vehicles with turbocharged, direct-injected engines, Chrysler’s strategy of forgoing either technique for its mainstay V-6 may prove prescient.

It also saves the newly combined Fiat Chrysler company some development cash it sorely needs to continue updating and renewing its products, while its CEO Sergio Marchionne seeks a merger partner to spread those development costs over a larger production volume.

Chrysler celebrates with style

90TH ANNIVERSARY MARKED BY REFRESH OF VEHICLE LINEUP

The 2016 Chrysler 300 Limited

With two of the brand’s three vehicles either recently renewed – from the refreshed flagship and iconic 300 full-size sedan earlier this year, to the completely new 200 mid-size sedan last year – Chrysler is gaining momentum. Add to that the upcoming sixth-generation of the vehicle that created the minivan segment more than 30 years ago, coming next year, and that qualifies for a serious roll.

2015 also marks the Chrysler Brand’s 90th year, which it will celebrate by offering special 90th anniversary models of its 300, 200 and Town & Country models.

“Clearly 2015 is a very exciting time for the Chrysler Brand,” said Al Gardner, President and CEO – Chrysler Brand, FCA — North America. “300 now harkens back to the 2005 model that started it all, 200 has taken flight in a big way since it’s re-introduction in the hotly contested mid-size car segment, and Town & Country continues to lead the minivan segment it created, ahead of an all-new version – that will include a hybrid – planned for introduction next year.”

The 2016 Chrysler 200C

Chrysler 300 – Proudly delivering world-class levels of sophistication, craftsmanship and technology

New this year, the 300 full-size sedan for 2016 already adds a 90th Anniversary Edition; new performance-tuned suspension with increased spring rates, performance-tuned steering and bushings, larger sway bars and Goodyear Eagle F-1 three-season tires available on Chrysler 300S; and improved on-road handling with touring-tuned suspension standard on 300 Limited.

A class-exclusive TorqueFlite eight-speed automatic transmission is standard on every model, balancing V-8 performance with segment-leading 31 miles per gallon (mpg) highway fuel efficiency.

Chrysler 200 – Captivating drivers and passengers with its simple elegance, an extraordinary driving experience, and cool features – all a value customers will appreciate

The 2016 Chrysler 200’s 90th Anniversary Package also reflects the tenets of the Chrysler brand – a car that is packed with features that customers value, at a price they appreciate. In addition to features already standard on the 200 Limited model, the 90th Anniversary Package adds as standard equipment: 8.4-inch touchscreen radio with UConnect Access and SiriusXM Radio, sunroof, Convenience Group (oneyear

SiriusXM Radio, body-color power heated mirrors, leatherwrapped steering wheel, power four-way driver lumbar adjust, power eight-way driver seat and sun visors with illuminating vanity mirrors), front floor mats with Chrysler Anniversary logo, and unique Chrysler Anniversary screen logo on the 8.4-inch touchscreen.

Chrysler Town & Country — Exquisite styling, a beautifully crafted interior

Not to be outdone, the Town & Country Anniversary Edition builds on the Touring-L model, adding a power sunroof, bright door handles, heated first- and second-row seats, heated steering wheel and Keyless Enter ‘n Go. This limitededition model also features an “Anniversary Edition” logo on the radio splash screen and floor mats.

2015 Ram 1500 EcoDiesel Tradesman – First Drive

A regular cab diesel work truck with an eight-speed transmission, 8-foot bed, and vinyl floors

Trevor Reed –

Apr 22, 2015
Photographers: Trevor Reed

We don’t get to drive as many work trucks as we would like. Usually, manufacturers’ “press fleets” are packed with fully loaded models with thousands upon thousands of dollars of added equipment listed on the window sticker. You can’t blame the automakers for wanting to show off all the latest and greatest features their new models have to offer, but we also like to see what you can get for a lot less money. That’s why we jumped at the chance to spend a weekend with a 1/2-ton ’14 Ram 1500 EcoDiesel Tradesman model with vinyl floors, hand-crank windows, and a few functional option packages that added up to just $32,520 out the door—which is around $8,000 less than a similarly equipped diesel-powered, regular cab 3/4-ton ’14 Ram 2500 Tradesman.

We used our time with the work truck to test it both on- and off-road while hand-tabulating the real-world fuel economy. We also filled it with a load of tree branches for transport to a green waste facility and handed the keys to a farmer who is currently shopping for a new 1/2-ton truck and tagged along as he did his nightly rounds to get his opinion. Here is what we found during our time behind the wheel.

EcoDiesel and Eight-Speed Transmission

We started our road test with the exceptionally quiet EcoDiesel Tradesman edition of the Ram 1500 on the crowded streets of Los Angeles, where the engine and transmission combination performed great. Although there is a bit of electronic throttle hesitation/turbo lag, which makes the truck feel a little less snappy than a gas-powered 1/2-ton V-8, there are always gobs of torque available. While the transmission shifts often, we wouldn’t call it obtrusive or “shift-happy.” The gear changes are dialed in to maximize the performance of the engine and keep it working inside its torque band, allowing it to squirt in and out of lanes and keep pace with other vehicles in stop-and-go freeway driving. While we did not do any towing, the truck was equipped with an integrated trailer brake controller and a tow/haul mode. Our only complaints about the transmission would be the electronic gear selector that uses a dial mounted low on the center console instead of a shifter on the steering column, and the thumb-operated manual shift buttons that are not very usable.

After commuting with the truck, we escaped the city for a 140-plus-mile trip north over the steep Grapevine pass with a full tank of fuel. Using cruise control whenever possible and trying to stay less than 10 mph above the posted speed limits, we watched the trip computer’s average fuel economy figures creep upward from 28 mpg to 29, and then into the 30s. After filling the tank, we calculated the fuel economy based on the odome

Off-Road Performance and MPG

After reaching Kern County, we loaded the bed with tree branches and took them to the local green waste facility. Next, we picked up a friend and drove the EcoDiesel Ram into the oil fields, where white regular cab work trucks are the vehicles of choice for employers. We traveled some familiar dirt roads and were impressed by the smoothness of the suspension. The coilover front setup is comfortable and capable (even with the weight of the diesel engine up front) and, unlike a truck with leaf springs in back, the Ram’s rear end soaks up bumps and has less axle hop than we are used to, which is a very good thing.

The traction control works very well and only kicks in when needed (which should help keep heavy-footed employees from getting into trouble with the 420 lb-ft of torque on tap), but it can be turned off for when more conventional, tire-spinning driving is needed to climb steep hills. The front bumper is designed to help fuel economy with its low-hanging spoiler, but it can plow into the dirt unexpectedly until you get used to its close relation to the ground. The steering system is electric but feels good, is very predictable, and works well in all the driving conditions we threw at the truck, including some sideways blasts on wide dirt roads.

Even with no regard for fuel economy while driving off-road, the EcoDiesel returned a very respectable 20.11 mpg during this period. Our final tank of fuel was used driving in city traffic and on a highway trip south over the Grapevine (that included lots of stop and go once we got into Los Angeles County), resulting in an average of 24.48 mpg.

Work Truck Amenities

A work truck isn’t supposed to be luxurious, but some modern conveniences are definitely welcome. The model we tested came equipped with just a few options, but the $650 Uconnect 5.0 audio and phone system seems like a good investment. Along with a 5-inch display, it includes Bluetooth phone connectivity with a built-in microphone and voice-control functions, so your employees should be easy to reach even while driving. The system is much easier to use than previous versions of Uconnect, and it comes with a year of SiriusXM satellite radio service.

There are two USB charging hubs and two 12-volt ports (one of each in the lower dash, and in the center armrest/seatback) along with an audio input jack. The standard air conditioning is simple, with only three easy-to-use knobs with familiar controls, which is just how we like it. Manual windows are just what you would expect, and the vinyl floor is easy to clean. Powered trailer-tow mirrors are not available on this model, so unless towing is the primary duty of the pickup (adjusting the manual mirrors was a pain), we would probably suck it up and order the $735 Power and Remote Entry Group. This package provides foldable, heated, standard-size power mirrors, remote power door locks, door map pockets, and power windows with a one-touch down function. Except for the reduction in size of the mirrors, this option seems like it would add a lot of usable value to the truck.

What We Learned

We racked up more than 415 miles in the ’14 Ram 1500 EcoDiesel Tradesman, driving it in various conditions ranging from gridlock traffic to dirt roads to flat-highway cruising at 70-plus mph. It performed just like you would expect a 1/2-ton to in all the conditions we tested. Even with some off-road romping in the mix, we ended up with an end-of-test fuel economy of 25.02 mpg. That’s more mpg than the EPA highway ratings for the six-cylinder versions of the ’14 Chevrolet/GMC 1500, Ford F-150, or Toyota Tundra. While our first drive calculations are not as scientific as the EPA cycle, they seem to confirm (or maybe even exceed) the 20 city/23 combined/28 highway mpg government ratings for the EcoDiesel-powered truck. The current difference between the price of diesel and gasoline ($2.11 to $2.78 on average, nationwide), along with the added cost of the diesel drivetrain, can reduce the impact of the fuel economy savings, but the Ram 1500 EcoDiesel Tradesman should definitely be in consideration for anyone searching for a 1/2-ton work truck.

The ’14 Ram 1500 EcoDiesel Tradesman is equipped with a 3.0L V-6 that makes 240 hp at 3,600 rpm and 420 lb-ft of torque. It features a colilover front suspension with short and long A-arms and a coil suspension in the rear that provides a good ride both on- and off-road.

White regular cab pickups are a common sight around the foothills of Kern County, California. We took the ’14 Ram 1500 EcoDiesel on the same roads used by oil field workers and found it to be comfortable, with plenty of power to climb two-wheel-drive-friendly inclines while returning more than 20 mpg.

Specifications
Vehicle: ’14 Ram 1500 EcoDiesel Tradesman
Body style: Two-door regular cab longbed
Engine: 3.0L V-6 EcoDiesel
Transmission: ZF 8HP70 eight-speed shiftable automatic
Drive type: Two-wheel drive
Cab: Steel
Pickup box: Double-walled steel
Frame: Steel ladder frame
Front suspension: Independent upper and lower short and long A-arms with coilover shocks and stabilizer bar
Rear suspension: Five-link with live solid axle, track bar, coil springs, and shock absorbers
Steering type: Electric power assist
Steering ratio: 17.9:1
Steering wheel turns (lock-to-lock): 3.3
Turning diameter: 45.1 feet
Rear axle: C235mm (9.25 inches)
Rear axle raito: 3.55:1
Braking system: Four-wheel antilock brakes with dual-rate tandem diaphragm vacuum
Front brakes: 13.2×1.1-inch ventilated discs with single-piston calipers
Rear brakes: 13.8×0.87-inch disc brakes with single-piston calipers
Tires: P265/70R17 Goodyear Wrangler SR-A black sidewall all-season tires
Wheels: 17×7.0 steel wheels
Curb weight: 5,088 pounds
GVWR: 6,600 pounds
Maximum payload: 1,510 pounds
Maximum trailer tow rating: 8,200 pounds

Dimensions
Overall length: 231.0 inches
Overall width: 79.4 inches
Overall height: 74.4 inches
Wheelbase: 140.5 inches
Front track: 68.0 inches
Rear track: 67.5 inches
Front ground clearance: 9.0 inches
Rear ground clearance: 8.7 inches
Front approach angle: 15.7 degrees
Rear departure angle: 24.1 degrees
Ramp breakover angle: 19.2 degrees

Engine Specifications
Engine: 3.0L EcoDiesel V-6
Configuration: V-6 60 degrees
Displacement: 3.0L (182 cubic inches)
Power: 240 hp at 3,600 rpm
Torque: 420 lb-ft at 2,000 rpm
Maximum engine speed: 4,800 rpm (electronically limited)
Bore x stroke: 3.27×3.60 inches (83×92 mm)
Head material: Aluminum alloy
Block material: Compacted graphite iron (CGI)
Valvetrain: Dual overhead camshafts with 24 valves
Fuel system: Common-rail, 29,000 psi (2,000 bar), and solenoid injectors
Fuel type: Ultra-low-sulfur diesel
Oil capacity: 10.5 quarts (7.8 liters)
Coolant capacity: 12.0 quarts (11.4 liters)
Emissions controls: Cooled EGR, oxidation catalyst, diesel particulate filter, and SCR with urea injection

Transmission Specifications
Transmission: ZF 8HP70 eight-speed shiftable automatic

Gear ratios:
First: 4.71:1
Second: 3.14:1
Third: 2.10:1
Fourth: 1.67:1
Fifth: 1.29:1
Sixth: 1.00:1
Seventh: 0.84:1
Eighth: 0.67:1
Reverse: 3.30:1
Final drive ratio: 3.55:1

Standard Equipment

Exterior Features
Trailer tow hitch with four-pin connector wiring
Seven-pin wiring harness
Advanced multistage front airbags
Supplemental side-curtain front airbags
Electronic stability control
Antilock four-wheel disc brakes
Speed Control
Sentry Key theft-deterrent system
Power accessory delay
Locking tailgate
Manual door locks
Manual windows
Spray-in bedliner
Class IV receiver hitch
Halogen quad headlamps
17×7.0 steel wheels
P265/70R17 Goodyear Wrangler SR-A black sidewall all-season tires
Fullsize spare tire
Automatic headlamps
Tinted glass windows
Black door handles
Black front/rear bumper
Black grille

Interior Features
Air conditioning
Tilt steering column
Front armrest with storage compartment and three cupholders
Media Hub with USB and audio input jack
Six speakers
12-volt auxiliary power outlet
Electronic vehicle information center
Rearview manual day/night mirror
Behind seat storage bin
Black vinyl floor covering

Optional Equipment
Customer Preferred Package 28B
Tradesman package
3.0L V-6 EcoDiesel engine: $4,000
800-amp maintenance-free battery
Maximum-duty engine cooling system
Oxidation catalyst
Cooled exhaust gas recirculation (EGR) system
Diesel particulate filter (DPF)
Selective catalytic reduction (Urea-DEF) system
26-gallon fuel tank
3.55:1 rear axle ratio
8HP70 Eight-speed TorqueFlite automatic transmission: $500
Trailer Tow Mirror and Brake Control Group: $330
Folding Trailer Tow Mirrors, Trailer Brake Control
Uconnect 5.0 AM/FM/BT: $660
Temperature and compass gauges
Uconnect Voice Command with Bluetooth
Integrated Voice Command with Bluetooth
5-inch touch-screen display
SiriusXM Satellite Radio with 1-year subscription
Rearview mirror with microphone
Overhead console
Rear sliding window: $140
Tri-Fold tonneau cover: $500

Pricing
Base price: $25,195
Base price: $29,695 (including diesel engine package and transmission)
Destination charge: $1,195
Price as tested: $32,520

EPA Emissions Ratings
MPG: 6
Smog rating: 5
CO2: 5 (438 grams of CO2 per mile)

EPA Fuel Economy Ratings
City: 20 mpg
Highway: 28 mpg
Combined city/highway: 23 mpg

Observed Fuel Economy
Highway only: 30.48 mpg
City and off-road: 20.11 mpg
Highway and city combined: 24.48 mpg
Test average: 25.02 mpg

First Drive:
Pros: Plenty of torque, excellent transmission performance, and smooth ride.
Cons: Electronic throttle/turbo lag and low-mounted dial-operated transmission shifter.
Our take: A great choice for people shopping for a 1/2-ton work truck.

Farm Truck Testing

To get an independent view of how the diesel-powered Ram 1500 compares to the competition, we gave the wheel to Walt Fisher, the owner and operator of Fisher Cattle Company and Orange Grove RV Park in Edison, California. Walt currently drives an ’08 GMC Sierra 2500HD with 240,000-plus miles and is shopping for a 1/2-ton truck for his daily driving along with some towing. When we pulled up with the diesel-powered Ram, he immediately gave it the once-over, checking out the engine bay and tires and pointing out where he would mount a gooseneck hitch. He said the towing capacity would not be a concern since he already has a fleet of four diesel work trucks in addition to his GMC for extra heavy loads. Walt took us on his evening rounds for his businesses, and after driving on some rough farmland roads and over a few train tracks, he said the truck had “all that you need out of a 1/2-ton—and more” (we assume the “more” means the diesel torque).

When told about the fuel economy we had experienced, Walt said he grew up with the mentality of “How much mileage does that thing get?” and that fuel economy is a “huge” factor in all of his decisions about what to purchase, whether it’s a truck, tractor, or an airplane (Walt is also a pilot). He plans to buy a crew cab shortbed 1/2-ton truck but prefers to wait until a model has been out for at least a couple of years because, “There are things that can’t be tested until they are in the real world…there’s a reason they have recall notices.” While Walt is willing to wait to replace his truck, after driving the coil-sprung Ram, he convinced a plant manager in Colorado to check it out, which resulted in him going home with a 3/4-ton Ram 2500 diesel with a factory fifth-wheel hitch and air springs.