2014 Ram 1500 EcoDiesel: First Drive

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It’s not unusual when you have a new truck or piece of technology introduced by a truck maker to have key executives (usually from marketing) running around like headless chickens, saying, “This is a game changer! This is a game changer! This is a game changer!”

What is unusual is that, in this case, it might be true. From what we’ve seen in our first opportunity to get behind the wheel of the 2014 Ram 1500 EcoDiesel, although it likely won’t be changing the world (it already knows how good diesel can be), this is likely to be the moment we look back and say, “I remember when Ram put that little diesel in their 1500 and it changed everything.”

The Details

The new EcoDiesel is sourced from Italian company VM Motori (soon to be fully owned and controlled by Fiat, which updated and upfitted a modern 24-valve 3.0-liter V-6 for Ram, capable of producing 240 horsepower at 3,600 rpm and 420 pounds-feet of torque at 2,000 rpm. It’s worth noting that the original 5.9-liter Cummins B-motor first offered in the Dodge Ram in the mid-1980s only produced 165 hp and 400 pounds-feet of torque.

The engine uses a relatively low compression ratio at 16.5:1, combined with a high-pressure common rail injection for both long-term durability and extremely precise fuel management. The 60-degree dual overhead cam V-6 uses a compacted-graphite iron block with aluminum heads and pistons. Additionally, engineers have used graphite and other composites wherever possible to improve strength and save weight. We’re told the total added weight to the truck over an identically equipped Ram 1500 with the 5.7-liter Hemi V-8 is less than 50 pounds, but the added cost for the diesel option over an identically equipped Hemi Ram will be $2,850 (but expect the upgraded transmission to be another added cost).

Dave Sowers, head of Ram 1500/2500/3500 marketing, noted that given where fuel prices are now, Ram expects good mileage ratings from the EPA (as of our drive, EPA-estimated ratings had not yet been released). Given the likelihood that these EcoDiesels would provide stronger resale in the used truck market, Sowers thought new truck owners should expect to effectively break even on the diesel option choice in three to four years.

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All EcoDiesel Ram 1500s will be equipped with the ZF eight-speed transmission (the same one mated to the Hemi engine option) have 3.55:1 axle gears and offer a 9,200-pound maximum towing capacity. Ram will offer the small diesel option across all cab configurations and all trim levels (except the regular cab short bed and HFE model). That means whether you’re a fleet buyer or just looking to replace the family pickup, the Ram 1500 will be the first truck in the half-ton segment in a very long time (remember the old Detroit Diesels in the GM lineup?) to offer a light-duty diesel option. Ram executives are cautiously optimistic that as many as 15 percent of their half-ton buyers will opt for the EcoDiesel. All they have to do, Ram says, is get people to try it, and they’ll buy. That’s probably not too far off the mark.

The Drive

Our drive took place just north of Los Angeles, where our Ram-prescribed route took us up and through the Malibu canyons and along the Pacific Ocean. Temperatures were cool and much of our driving was on two-lane highways through coastal farmlands and through mountain canyons.

The first thing we noticed was that interior engineers likely requested some added insulation for the interior because it will difficult for many, from the driver or passenger seat (windows rolled up), to distinguish between the EcoDiesel engine and the gas 3.6-liter Pentastar. The only giveaway on the inside will be the DEF (the diesel exhaust fluid that is injected into the exhuast stream to clean up the tailpipe emissions) gauge in the lower left corner of the cluster. We’re told there will be plenty of warning steps as the urea tank drops to empty, but thankfully the truck will never completely shut down or lose full power.

As you might expect, much of the beauty of this engine comes from the drive characteristics of the computer-controlled TorqueFlite eight-speed transmission. We really like the throttle response because it does exceptionally well off the line, with very little hesitation, and up- and downshifts happen briskly and often when throttling up or down steep hills. We assume there was plenty of fine-tuning done to make sure the variable geometry turbocharger has very little turbo lag; it’s almost undetectable.

During certain sections of our hill climbing on twisty mountain roads, we did sense the transmission was hunting and quick-shifting (probably skipping a gear or two) trying to keep up with our enthusiastic throttle foot. Downshifts happened solidly and without any big hits or shocks as we pushed the half-ton crew cab Longhorn like we would a Mazda Miata. Make no mistake, although the torque numbers are similar to the Hemi, the truck does not feel as responsive or feel as strong as it does when the truck is equipped with the Hemi, but that shouldn’t surprise experienced diesel owners.

We spent much of our time through the twisties keeping our thumb on the plus and minus button of the transmission shifter on the steering wheel, just above the cruise control settings. If there’s one weakness to having a rotary dial for a transmission selector, it’s that there doesn’t seem to be a good place for a tap-up or tap-down shifter. Some have suggested paddle shifters, but this doesn’t seem the place for it (but maybe a Rumble Bee package might have them). Still, the transmission was good about holding the gear we programmed, allowing us to downshift quickly when approaching a tight downhill decreasing radius corner in the canyons.

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Once out of the mountain roads, we kept a steady 50 mph average along the scenic Pacific Coast Highway, where we saw our average fuel economy creep up to 26 mpg (remember, that includes our climb up the canyons and then back down), but out on the highway, cruising at freeway speeds (in California, that’s about 70 mph), we saw the instantaneous readouts tell us we were getting between 24 and 26 mpg. If we had to guess where the EPA ratings will land, we wouldn’t be surprised to see 20 city and 29 or 30 highway.

We did get a chance to take some shorter loops later in the day with a Laramie 4x4 with the EcoDiesel; when navigating the wide open city streets on our 12-mile test loop, we averaged 42 mph and 22.7 mpg.

We also got a chance to do a bit of towing. Ram provided us with a small boat and trailer (weighing about 3,000 pounds) for us to drive the urban 12-mile route. We managed to get 15.4 mpg under load in tow mode. In fact, it was while towing that we saw a little of the EcoDiesel’s shine come off the finish. We found that even under the relatively light load of a small boat, the response of the transmission seemed sluggish. Our tow vehicle did have the rear coils springs (not the air suspension), so we expect it to be a little more sensitive to tongue weight, but it was clearly not as quick to respond to our inputs or as ready to drop a gear or two when we needed acceleration help. This was another situation where having another form of manual shifting, beyond the thumb buttons, would have been nice, especially for keeping the gears in exactly the right spots on the powerband.

We should note that when driving empty, especially with the Longhorn’s air-ride suspension, there was nothing jerky or plodding about this powertrain combination. The powertrain, with all its torquey diesel characteristics, fits perfectly with the luxury trim package, and with the added range (our truck’s computer estimated 540 miles for a single tank), this will be a popular option with the luxo crowd. Our test vehicle listed at $57,420.

We did not notice any of our test units dipping into the DEF fluid in a way that moved the gauge needle, but we liked being able to see exactly how much there is left in the eight-gallon tanks (a Ram exclusive). Ram is saying it expects a single tank of DEF to last about 10,000 miles (and assumes that duty cycle includes some towing or hauling), which is also the factory-required distances Ram is recommending for oil changes.

The Results

We have to say we’re impressed. It’s not a perfect engine, but it offers a great sound and it has the obvious benefits of longer intervals between fillups, functionally invisible drive characteristics, plenty of low-end grunt and the extra trade-in value, which are all huge assets for this new powertrain option. We’ll reserve our full judgment until we get to see this truck and engine combination during some back-to-back runs with other powertrains in the segment. There’s no telling where the Ram 1500 would have finished in our 2013 Light Duty Challenge if it had had slightly better fuel economy numbers empty and towing than it did with the Hemi during our testing.

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Whether this truck will have the 15 percent take rate when it hits the dealerships we feel is a no-brainer. Ram is the first to market in a segment that is looking for smart ways to be more efficient and capable — and this does both. No doubt Ford and GM will respond quickly (Ford is offering a small Power Stroke in the Transit van and GM’s small pickups are rumored to use two different small diesels). Both will be carefully watching to see how consumers respond.

We should note, especially for those with good memories, this is exactly the same posture Ford was taking when it first brought out the 3.5-liter EcoBoost V-6 engine. That turned into Ford's biggest engine homerun in the segment in decades, making it the engine of choice for almost half of all F-150s today. We’re pretty sure the EcoDiesel will never become that popular (barring any unforeseen international issues), but it’s likely the EcoDiesel will be even more popular than the most hopeful Ram Truck marketing folks or engineers might think. The more half-ton shoppers that Ram can get behind the wheel, the more drivers will be convinced that they can live with it without any trouble. We’ll have more when we get one for full-report comparison testing.

For the press release overview for the 2014 Ram 1500 EcoDiesel, click here.

For the press release focused on the 2014 Ram 1500 EcoDiesel engine, click here.

For the most recent specification chart for the 2014 Ram 1500, click here.

 

Test vehicle specifications

Model:                     2014 Ram 1500 Laramie Longhorn

Configuration:        Crew Cab 4x4

Engine:                    3.0-liter DOHC V-6 TD

Horsepower:          240 @ 3,600

Torque:                    420 @ 2,000

Transmission:         TorqueFlite eight-speed

Wheels:                    20x9-in aluminum, chrome inserts

Tires:                         275/60R20 Goodyear Wrangler SR-A

Brakes:                     Four-wheel vented disc

Axle ratio:                3.55:1

Suspension, front:  Double wishbone, air bags

Suspension, rear:   Five-link, air bags

Base price:              $48,730

As tested:                $57,420

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8 Ram EcoDiesel towing II

Comments

There are Ram trucks for sale in my area for around 27K! with 4x4 and a Hemi, with four doors, not a crew cab but??what ever they call it, and that has P/W/L and a decent radio, but not much more than that, BUT for the 30K saved????!!!! you could buy around 7,500gal of gas, at say $4.00/gal?? lets see7,500x18mpg=144,000MILES and that is just for the money saved for a cheaper truck! when you take into consideration the money you would spend on fuel in running said truck, you could almost PAY for the cheaper truck! Lets see, 144,000 divided buy say 25 (diesel mpg truck)=5,760 gals of diesel at say $4.00/gal???=$23,040!!!!! so it would be close, just buy a cheaper Hemi powered truck and it would pay for itself!!!!man I just talked myself out of buying a totally cool truck, and into another cheap skate wagon! yep that's me!!!now I can drive around with my foot into the Hemi and not feel bad about it!

notalefty: If I made over 100K? I would not be such a cheapskate! and be driving around wasting my money on a loaded truck!

@Iochief
I know some guys here who collect fats, greases and oils from takeaways (takeouts) and run their old diesels on, but a newer diesel will not run on the stuff. They filter and process the oils to a degree and run their trucks on it.

Judging by the amount of work involved it's more of a hobby that might pay back some money, but not much.

Also a few farmers 'experimented' with canola oil.

But the Bio Diesels are a bit different. They are 'manufactured' to meet certain standards.

Well, where is the advantage with this diesel? It cost $2850 more plus the transmission to get a few more mpgs then a gas engine. Higher maintenance cost, higher cost per gallon for fuel, DEP cost. How many years and miles before you break even. You diesel guys are NUTS!!! And to top it off, it will not out tow the gas engine. You guys are NUTS!!!

Paddle shifts would not be out of place at all in a diesel pick-up. Heck, I drive a 2012 Freightliner Cascadia at work with a auto trans and I can leave it in auto mode or manually shift it via paddle shifter on the back right side of the steering wheel. You can get a little more performance when your in hill country.

I agree, this is a game changer and you haven't seen nothing yet. When the other manufactures see the success of this truck they will hop in and the mpg wars will begin!

@Greg - for $2850 (as far as I can tell, transmission is included in price), you aren't sacrificing much. The hemi can tow slightly more but this will get better mpg. Estimates on payback are 3-5 years. Most do not tow 10K with a 1/2 ton.

I'd like to see a 2014 1500 Chevy with 5.3 hooked up to 12K or even the same load as this is rated for.
No mpg ratings on this yet just like there are no ratings out on the 6.2.

How much of a price premium will there be on that 6.2 Chevy motor?

Ram is about the only company that seems to have stepped away from the tow numbers race in the 1/2 ton ranks.
Good for them.

Their chief engineer said most only tow 5-7K with a 1/2 ton and that is true regardless of badge on the hood

This engine is seems to be okay.

I ain't impressed that this engine smaller than 4.0 liters is getting that kind of mileage in a half ton, though.

I think it is possible to get better highway mpg without sacrificing power or making more power without sacrificing the fuel economy results they have reported.

Do I really have do it myself?

Engine swaps take up a week with a session of work per day.

It is hard to put it all together.

I have to wait for Nissan to make their move before I decide whether waiting for these manufacturers to make what I want is going to take too long for me to consider waiting on them.

New vehicle prices are outrageous! Another recession will hit due to the inflationary status of most consumable items. The middle class isn't dying, they have been priced out! Similar to "small busineesses are the soul of our economy". I own a small business. This is a fact, they charge me $2-$3 sq ft for retail space and "big box" next door $0.75 sq. ft. Even when signing the same 5-10 yr term. Oh, and I am not allowed to after an "anchor" type location for the same reason. Small business/blue collar is what made this country and used to be the people who used trucks the most, now it's a soccer mom vehicle. With these prices, a dual use (personal/business) vehicle makes no economic sense, I'm now taking a wait and see approach to my next truck purchase. A new truck is nice to have, a PAID IN FULL truck is nice to own. I'd rather dump $5K on repairs than be saddled with a car payment for the next 7 yrs, on a depreciating asset to boot! Do that math Detroit. Middle class spends the most, you are now above many luxury car prices. Give me a convertible 3-Series Luxo and a used beat-em up truck for less money.

Looks like my son has them all beat. He is 22 and his 'girlfriend' is 51. Two years younger then me. She has a 15 yr old daughter.

He says they love each other. He has a drinking problem and is back in prison for breaking parole. They had yet one more drunken fight and he was out kicking over newspaper boxes. Was charged with criminal mischief, less then $100 damage. But enough to send him back.

Sorry, wrong forum! I cannot log onto my TypePad account.

Those max power and torque specs are almost identical to the 3.5 ecoboost at the same rpm. But, the 3.5 has 125 more horsepower available, that's over 50%more. I imagine the diesel might get better mpg towing, but then again mpg dropped significantly with that light load. From what I've read the ecoboost would barely know that load was there. I'd like to see numbers at max weight. That small engine would be working hard pulling 9K+ lbs. Probably 8mpg +/-. Doubt someone accustomed to driving a 5.7 would be pleased with a sluggish engine. I do welcome the choice however.

In considering waiting for a diesel Ram, I figure it is better to buy a gasoline Pentastar or Hemi or EcoBoost engine instead. Why?

1. The diesel engine won't get materially better gas mileage. Mark Williams said they got 24 to 26 mpg on the highway with the Ram disel. Dash readout says 27 mpg with an average of 35 mph. In the 2013 Ram Pentastar he regulary got 30+ mpg on their first drive on the highway. Also cleanmpg via pickuptrucks.com got 32 mpg with an EcoBoost.
2. Diesel fuel isn't always that easy to find, and looking for diesel and waiting for a pump to open up once you find it isn't worth the hassle.
3. Diesel fuel is considerably more expensive than regular unleaded gasoline.
4. A diesel engine will sell at a premium.
5. Ram has little or no experience in a diesel half ton. Expect various TSB's and recalls.
6. Gasoline is available everywhere and expecially at Costco where I save $$$
7. The wait for a diesel Ram is unknown. It is supposed to be out this year, but could extend into 2014. And the mileage rating is an unknown.
8. I like to be on the edge of technology, but not the bleeding edge!
9. Higher towing and payload rating on the gas engine.
10. I question the Ram marketing person's math for the break even points.
It is more like 10+ years or no break even point depending on which figures you use.

"6. Gasoline is available everywhere and expecially at Costco where I save $$$"

LOL, i don't know if you threw that in as a joke, but that was a good one! :)

@Tom
Mpg's do drop when towing with any form of propulsion. It's the amount of the drop that differes.

A diesel like this towing a similar weight to a gas engine will use about 60% of the fuel a gas engine does.

Also, how often are you going to drive around above 3 500rpm with an Eco Boost, that would defeat the supposed FE advantage it has.

@Greg
The cost of the diesel alone isnt that much, the same could be said for the HD diesels that come with a premium. How much money is added for the drivetrain difference in the HDs over the gas counterparts.

These small diesel will run V8 drivetrains, they don't have to handle very large torque loads of the HD diesels.

I do think a 6spd manual will give you the same FE advantages as the 8spd auto. How much cheaper would a 6spd manual be in comparison to the 8spd auto?

When diesels gain a larger foothold in the US you will see more competitive pricing and drivetrain options.

Like I stated before, Fiat/Ram are out to milk as many dollars from this while they can.

Dave: I would agree with everything you posted, except for #5, true Ram has no history with 1/2t diesels, but they do have a lot with HD diesels, and now that they are owned by Fiat? well Fiat has lots of history and experience with diesels.

@Dave -
1. We just saw a story about how inaccurate mpg readouts are. I didn't get the impression that they actually did any math to come up with their estimates. CleanMPG isd a "hypermiler" forum. Lets see what kind of mpg they can pull out of the VM Motori. I bet it would be higher than the EB 3.5.
2. That depends on where you live. I'd feel much safer in the back country with a diesel since every piece of heavy equipment runs on diesel.
3. Again - depends on where you live. BTW, thank your government for having more taxes on diesel.
4. Is $2,850 a premium? Getting a 6.2 in a Ford can be 4-5K depending on trim or model so why is that all of a sudden a problem with a diesel? What is the price premium for the EB 3.5? around 2k?
5. A few of the bloggers already answered that one. The VM Motori is owned by Fiat.
6. Again -see answer #3.
7. I agree. Ram has been guilty of "premature advertising". The PR boys have been "shooting off early" on their press releases.
MPG - those numbers will come soon enough.
8. I agree but see #5.
9. Does that really matter to most 1/2 ton buyers? 1,250 lb isn't much of a difference. (9,200 versus 10,450)You have to get into a loaded 33 ft camper trailer to get in the 10K range.
10. Good to question anything a PR hack says but a recent study did list the savings a diesel offers once one looks at total cost of ownership.
It will depend on maintenance inrtervals, fuel prices and mpg. As pointed out in #4, the 3k price of admission is in the ballpark of all of the competitor's premium engines.

Do you said is not a perfect engine wy do you test another 3,0 diesel,,,ho yes this is not a ford engine da.....don't said the ecoboost is better wow your sick ....

60 grand for a Fiat 1/2 ton?!

What a colossal rip-off! Especially since it will be worth half that in a few years due to Fiat's terrible residual value.

@Lou and Dave
I really think the 2WD versions of the full size half ton pickups will get roughly what our 4x4 midsizers are returning for FE figure.

The weight difference is marginal and so is the aerodynamics.

It wouldn't surprise me if the VM Ram gets 30mpg at a steady 60mph and about 25mpg at 70-75mph.

Costs always appear when a diesel article appears. The reality is most pickups sold in the US/Canada/Australia are mid to high end vehicles. If dollars were that big a concern only base model trucks would sell.

Pickups are becoming more like car sales. It isn't just about how many horsepower you have or if the rear seat has an extra 1/4" legroom.

If it works and you are happy you will buy if it's in your price range. US pickups are alread large enough to accomodate most regardless of manufacture, so FE will play a bigger role in choosing one over cab size.

Not very happy with the towing issue at only a measly 3000 pounds! I was hoping that the new 8-spd and EcoDIESEL would be a leap forward in towing capabilities and MPG at the same time. Getting 15 MPG with a 3,000 pound load is not that impressive since the load was a low profile ski boat. I need that thing to tow 6,000 pounds of tall profile center console at 15 MPG .... Then I will buy one in the $33,000 range.
I don't need all those bells and crap the Laramie LongHorn comes with!

JB

FLASH
2014 EcoDiesel First Drive:
"Once out of the mountain roads, we kept a steady 50 mph average along the scenic Pacific Coast Highway, where we saw our average fuel economy creep up to 26 mpg (remember, that includes our climb up the canyons and then back down), but out on the highway, cruising at freeway speeds (in California, that’s about 70 mph), we saw the instantaneous readouts tell us we were getting between 24 and 26 mpg." - Mark Williams

FLASHBACK
2011 EcoBoost Road Test:
"During a 300-mile stretch of highway — where we refueled just outside Vail, Colo., and headed east across the Rockies to Dillon, Colo., and then traveled back west to the Utah border — there were moments when the truck’s trip computer told us we were averaging over 25 mpg. We finished that segment averaging a manually calculated 23.2 mpg – the best fuel economy we can recall over such a long distance in a full-size gas pickup truck."
- from Mark Williams and Mike Levine before he joined Ford. 3.55 gears. No hypermiling.

EcoDiesel: 24-26 mpg
EcoBoost: 23-25 mpg
as tested by pickuptrucks.com

Don't forget diesel is about $.50 > RUG/gallon at the pump.
And higher payload and towing capability on EcoBoost.

Conclusion: EcoBoost makes better sense. Good economy. Diesel-like torque with lower engine acquisition price, cheaper fuel and no DEF or DPF.

I know this post will bring out all of the pro-diesel Nazi extremists, but facts are facts with HALF-TON trucks.

I like to look at hot sweaty dudes wearing Speedos and posing on the hoods of muddy trucks. yeeehawwwwww

Not a lefty: $100,000/yr is far beyond what the average US citizen makes today. Even if a family makes $200,000-$250,000 a year, a nearly $60,000 truck is a crazy purchase.

FLASHBACK:
"I think that many will buy it for the sake of owning a diesel without doing any math or taking a realistic look at their driving profile." - Lou

what about the emission stuff? is it going to be like the diesel we see in the 2500's where they need to be worked or they start clogging up?

@Dave - "pro-diesel Nazi extremists"???
Isn't that a bit extreme.

But hey, when Ford comes out with that baby Powerstroke, it will be the greatest thing since...........well............. the Ecoboost ;)

FLASHBACK
"I think that many will buy it for the sake of owning a diesel without doing any math or taking a realistic look at their driving profile. Any diesel for to and from work and occasional hauling (or towing) is a waste of an engine. Any short commutes and the engine and emissions systems will never get close to proper operating temperatures. Those same types will complain about poor mpg and frequent regen cycles." - Posted by: Lou, Feb 25, 2013

I agree.

Dave -

Your comparison is faulty to the point of irrelevance. You would have to test both trucks on the same day over the same course side by side in order to have a decent comparison.

The Hemi and ecoboost offered fairly similar mileage in that test that PUTC did a few months ago. In the Jeep Grand Cherokee the diesel curb stomps the hemi in mileage as reported by motor trend.

I would wait and see before beating up on the ecodiesel and praising the ecoboost over it. You may end up looking like a fool.

@ Big Al: Alright, that's reasonable. You've got a name here, we should use that name. I'd get a little miffed if someone started addressing me as "Dave," especially since there's already a "Dave" here!

Anyway you slice it all of these engine options will come out about the same in price over time. So do you like Diesel or do you like gas becuase that is what you should buy.

Dave,
I like the ecoboost a lot. I currently drive a duramax diesel with 260,000 miles. I don't think the ecoboost and ecodiesel will be direct competitors. Diesels are different animals with entirely different performance characteristics. Diesel owners have trouble going back to gas, the reverse is rarely true. Diesels have superior longevity and resale value. My truck is still worth over $15,000 with 260,000 miles. Not a gas engine on earth can match that. Btw even with those miles I still get 17 mpg city, 19 hwy with a 3/4 ton 4x4 crew cab.
The biggest issue with modern diesels is fuel price and injector replacement.

@Dave - why are you taking my previous post completely out of context?
I stand by what I said but in this debate we did not get into what kind of driving favours diesels.

@David
Thanks

@Dave
I own and operate a diesel of comparable size and weight to this Ram. The engine is a 3.2 litre.

I can assure you I get over 30mpg at 61mph. At about 75mph I'm getting over 25mpg. At 85 I get over 22mpg. At 90-95mph I get around 20mpg.

On short runs and around town (I live in the Outback) it appears to be around the mid 20s for mpg.

Sounds hard to believe but its true. The eight spd will help, but I don't know if the benefits for a diesel will be as good as the gas engine.

Towing a 22-25 foot caravan they are getting a about 18mpg at 55-60mph. I have spoken to some of our Grey Nomads.

@ Big Al

Do you guys use the same emissions equipment over there as over here? If not how much of a difference could that make?

@phillyguy
My vehicle appears to be EuroIV compliant. I don't know exactly what that entails. Each engine will have slight differences, I suppose relating to how they perform.

I do know many vehicles are being sold right now as EuroV because that standard comes into effect on the 01 Nov 2013.

We should be going to EuroVI very soon, within a few years, this will be much more draconian than what the US currently has for diesel. The US will match EuroVI as well within a couple of years.

The US needs to start to refine better quality diesel fuel, like the Euro diesel is. Engine are cleaner and more powerful.

EuroIV to EuroV is the biggest jump and most costly. I read somewhere Government studies claim the additional cost on the initial purchase price of a vehicle is a few hundred dollars or so.

I asked the Mazda engineer when he came if I could chip my truck and what are the implications and he told me to buy a good chip and not one of the cheap ones.

I asked about the DPF and he said I don't have one, so chipping shouldn't affect my truck.

He also said the cheaper chips are prone to 'smoking' as well.

I searched the net for chips for my truck and the Germans have one for around 400 Euros that will give me about 200kw and 650nm of torque. The problem is how much torque can my drivetrain manage. Is it worth it as my truck seems to do okay. If I want more power and speed I should just go out and buy a HSV Maloo ute.

The link below looks promising, I haven't read it all, but there are links within.

http://www.infrastructure.gov.au/roads/environment/emission/

I was hoping for better MPG. 26 mpg cruising at 70 mph is not really very impressive. I know ecoboost owners swear they can get low 20s cruising at that speed and the '15 truck they say will get 15 to 20 percent better. And 15 mpg towing a 3,000 pound boat is kind of pathetic. You would probably get 15 or better in any current 3/4 ton diesel truck with a 3.000 pound load. I'm hoping this was a bit of a fluke and it averages better than that. But so far this doesn't look very good.

I think I have figured it out! You ain't as smart and clever as you would like to think and you have been found out.

dave=hemi v8=denvermike

read ALL of their comments. You are talking to a UAW plant or plants. They have posted lots of unsubstaniated crap against diesels in smaller trucks and against global competition.

They never back it up with any proof and just throw out opinions based on half truths which they use in hopes to rope you in.

They also never or rarely post on the same day.
Do you see the pattern? I believe I am talking to plants that work in shifts.

They do not appear be working for a manufacturer because their fanatascism isn't limited to only one company, but they are clearly working for the UAW probably to protect the HD diesel market from small diesels and gasers from the global competition.

How much are you paid? I and Big Al from Oz will not back off, and we will make you work for your UAW blood money, every last cent. You have found out that your job is not as easy as you thought, haven't you?

Maybe you should have gone to college. You could have gotten a real job.

@bebee
You are talking like a troll. Who are you working for? Union?

$57,000? No thanks. 1.5% of market at that price if they're lucky. Most buyers for that kind of dough are lookin at 3/4 & 1 tons.

@Everyone: I believe that DenverMike, TRX4 Tom, Hemi V8, Lautenslager, Dave, Sandman4x4, Tom Terrific, Tom Lemon, among others are the same person or are part of a web ring to get Big Al off the site for posting about small trucks. They must be stopped.

They are part of a web ring to get Big Al off the site for posting about small trucks and diesels.

They must be stopped.

@beebe - The best mpg I've heard of from an EB 3.5 owner at 60mph was 26mpg.
I would agree that 15 mpg with a 3k boat is bad but as Big Al pointed out, these engines tend to have very long break in periods.

@Big Al or should I say Fake Big Al - that doesn't sound like the real Big Al. Beebe has been around on this site long enough that he definitely isn't a troll.

@Charlie - this truck would still be in the 55K range without the diesel. If you look at a fully loaded Ram HD diesel, you are over 66K.

The best comparison to this engine and truck package would be an F-150 Screw 4x4 Ecoboost with 3.31:1 gear ratio since they both have a tow rating of 9,200 lbs.(I tend to compare trucks for their capabilities) Even though most F-150 owners with 3.31 are averaging 21-22 highway and 19-20 combined on the Forums and on fuelly, this Ecodiesel will have better fuel economy hands down. You cannot compare this to a 3.55 or 3.73 Ecoboost in fuel mileage simply because they have a higher tow rating than what is offered with this Ecodiesel so their capabilities don't compare. However, the power and quickness will go to the Ecoboost with the same torque at 420lb-ft, but with 125 more hp. The Ecoboost would run circles around this engine with Ram's estimates of the Ecodiesel doing 0-60 on around 9 seconds. Although the whole point of this motor is to tow while also having great fuel economy. It will not win any land speed records or is remotely as powerful as the Hemi(like they said in the article) or the Ecoboost.

Question is if you would sacrifice considerable amount more power for fuel economy gains that will take around 10 years to recoup with the highway mileage of the Ecodiesel being at 24-26 and the Eccoboost with the a 3.31 at 21-22. That is only a roughly $350 per year savings over the Ecoboost if you go by the average 15,000 miles a year that people drive. If you were coming from a Hemi 8-speed then I could see it being worth it for fuel reasons, but not an Ecoboost when compared with a set up with similar capabilities. However, some would miss the speed and quickness from their Hemi. It just depends if it is worth it to you or not. For me it is not because my towing requirements or more then what this engine/truck is rated for so it is a moot point and will happily stick with my Ecoboost.

RAM: While we're still of the mind that a diesel engine should be considered nearly mandatory equipment in an HD truck, we acknowledge that it's overkill for some applications, and for some buyers that need the capabilities of an HD truck, but can't swallow the $8000+ price of a diesel, there is room at the table for a robust gas engine option. The engine's 410 hp and 429 lb-ft of torque give it a 25 hp and 24 lb-ft edge over the Ford SOHC 6.2 V-8 in the Super Duty, and an even more decisive 50 hp and 49 lb-ft edge over GM's 6.0-liter Vortec 6000 in its HD models.

Fiat rethinks alliance with Chrysler after IPO filing
http://www.reuters.com/article/2013/09/24/us-ua-autos-chrysler-idUSBRE98M18020130924

Chrysler Evaluating Production Of Ram Rumble Bee

The fate of a production version of the Ram 1500 Rumble Bee concept pickup truck is in the hands of Chrysler dealers at this point.

@ALL1
It's good that you read and memorise all of the diff and gear ratios, mpg's, etc from magazines and sites like this.

But, in real life its how the vehicle is driven. Give the same vehicle to two people and you'll come out with different results.

This diesel will shine towing. This is what diesel do best, work underload.

Load can be cruising at a relatively high speed, carrying weight in the back, towing, etc. Anytime a gas engine needs a bit of throttle to achieve something a diesel will use less fuel.

They will not out accelerate a V8, unless you get an expensive Euro prestige diesel. This Ram diesel would be lucky to break 9 seconds in a 0-60 time. I'm taking a guess and I would think around 10 seconds. But it will work day and night without a hiccup.

Are you sacrificing power? A 240hp diesel is nowhere like a 240hp gas engine. So don't look at hp, look at torque. Most drivers if they are driving normally will rarely exceed 3 500rpm. Look at the torque and power of a diesel in this range compared to a gas engine.

I know my diesel is pointless to rev out above 3 500rpm, I normally shift at 2 000-2 500rpm. At 2 500rpm I'm out accelerating the traffic at the lights.

Diesel's are not the best either if you drive a few miles to work everyday or you only drive your pickup once a week.

A diesel needs at least 5 minutes or so of driving to get all of the pollution crap up to temperature. This is also when a diesel uses more fuel, to burn of the particulates and start the catalytic process.

Some food for thought, diesel will not suit every person, but it will satisfy many.

Great progress in my books. Not a huge ram fan but I love the option. I've been holding out waiting for a diesel pickup. I'm just hopeing big Al is correct and I figure he is, that this is just the beginning. I'd rather a more reliable truck so ill have to wait a little longer.

First time I've been accused of trolling Big al. Although I've seen you accused of it many times. I'm just sharing my opinion. I'm a little doubtful about the ecodiesel. But I don't know. Maybe someday I'll own one. By the way, I usually skip over your posts because they are so dang long and usually seem to be in reply to a specific comment that I don't care for. And why the heck do you double post so often?



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