For several years, it seemed all we ever talked about with trucks
was torque and tow ratings. Things have changed, with truck buyers'
expectations reaching a long way off the farm or job site. There's no single magic bullet that
will meet every truck owner's needs, so even an entry payload model range like
the Ram 1500 has to have far more breadth and depth than its forebears of a
decade ago did. To demonstrate its half-ton's ability to cover the entire
market, Ram delivered a V-6-powered SLT on the efficient and luxurious side and
a V-8 powered Sport leaning toward power and performance.
While
Ford may be using smaller forced-induction engines for the sake of efficiency,
Ram is refining its powertrain options by offering more efficient engines
bolted to a new, optional eight-speed transmission. Replacing the old 3.7-liter
V-6 is the much-celebrated Pentastar 3.6-liter V-6, which offers 42 percent
more horsepower and 13 percent more torque. A new eight-speed transmission is
standard on V-6 models and will be optional on the V-8. At launch, V-8s will be
available only with the current six-speed automatic, with the new transmission
coming at a later date.
While the 5.7-liter Hemi V-8 isn't all-new, it is updated with
variable valve timing. It is bolstered by more efficient systems within the
truck including a revised cooling system, electric power steering, and an
electrical system with pulse width modulation that more efficiently uses power
to lessen load on the alternator. These technologies combine to allow Ram to
claim best-in-class fuel efficiency in the V-6 and V-8 segments. It should be
noted that, since the Ford EcoBoost is considered a V-8 alternative, it's
lumped into the V-8 segment. While many people focus on a truck's powertrain, that may be
the least significant improvement in the 1500.
The
addition of air suspension is a giant leap for half-ton trucks. While coil
springs are a big advancement over leaf springs, trucks have to be able to
carry such a range of weight loads, from a single person to five passengers and
a bed full of cargo, that a single spring rate just doesn't seem adequate.
Although the Ram's air suspension may cause as much concern as Ford's turbos on
the reliability front, we can tell you these modern air springs use materials
that are more resistant to tearing and puncture, and they resemble those used
on modern luxury cars that can easily weigh as much as smaller trucks
As well as compensating for varying loads an air
suspension can provide adjustable ride height. Two off-road modes will lift the
truck 1.2 inches and 2.0 inches, respectively, while an aero-mode lowers the
vehicle 0.6 inch. Lowering the vehicle at highway speeds improves aerodynamics,
which improves efficiency. Besides the ride height, optional active shutters in
the grille can close at highway speeds helps move air around the truck instead
of under it. This combines with the redesigned body to lower the 1500's
coeffecient of drag from 0.39 to 0.36, to net a 6 percent increase in
aerodynamic efficiency.
The interior has received as much attention as the
outside. While the styling will be familiar to those who have driven
previous-generation trucks, the technology inside is new. Chrysler's Uconnect
is brighter and shinier than ever. The main infotainment screen now measures
8.4 inches, the system is upgradable with apps, and it can provide an
in-vehicle Wi-Fi hotspot. While we like its new look, we had some of the same
problems we've had with the system in the past. It was at times slow to
respond, and the navigation system occasionally seemed to lose the truck while
in motion, believing we were bounding along a few hundred yards off the highway
we were traveling. That's not a huge problem when it thinks you're barreling
along through dirt, but it's not good when the system thinks you're on side
roads and is giving directions based on those turns.
Source:
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