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


@Big Al

I understand how diesels work. I used to work for Kenworth, Cummins, and now Peterbilt. I still have a 99 5.9L Ram Cummins automatic that we use as a farm truck. It has similar power ratings as this Ecodiesel, but with 5 hp shy.

The Ecodiesel get's it's peak torque of 420 lb-ft at 2,000 rpm while the Ecoboost gets it's 420 lb-ft just 500 rpm at 2,500rpm. Both have broad torque curves and keep their torque above 90% of total output for most of their powerband. At 3,600 rpm, where the Ecodiesel gets it's peak 240 hp, the Ecoboost is at 275hp at the same rpm but keeps climbing while still having plenty of torque on tap until 5,500 rpm. If you want to see the numbers for the Ecoboost then you can go here ( http://news.pickuptrucks.com/2011/04/how-we-dyno-tested-fords-3-5-liter-ecoboost-v6-and-5-0-liter-v8-engines.html )

Believe me when I say this, my Ecoboost will out tow my 99 Cummins farm truck by a lot. It get's up to speed quicker and holds speed with minimal effort(rpm) going up hills. Although a lot of that also has to do with the crappy 4 speed in the Ram. If you don't believe me then take a look at these videos ( http://www.ford-trucks.com/forums/1251825-2013-millersburg-meet-results-with-hd-video.html ) One has an Ecoboost towing 15,000 lbs up a very steep grade. They are real world guys just testing out their trucks for fun. If you go to the 4th time they did this, you will see a Dodge Cummins in the mix.

I stand by what I said earlier. Toe to Toe, the Ecodiesel will get out pulled by the Ecoboost in a towing competition and on speed due to it's greater power and rpm range. However, that is not what this engine was designed for. It was made to be fuel efficient while being able to tow which it will do a great job at. Just don't expect to break any land speed records as I said before.

Some of you guys must really suck at math.

All accounts online suggest that the Ford with EcoBust V6 is getting 6-8 MPGs with a 7,000 lb. trailer and low teens with a 3,000 lb. trailer.

This Ram with EcoDiesel is getting 15 MPGs with a 3,000 lb. trailer and will likely be in the 10-12 MPG range fully loaded. My '05 Jeep Liberty diesel would pull 15 MPGs with a 6,000 lb. trailer and camping gear in the cargo area on the interstate with the cruise control set to 65.

So clearly, if you have work to do, which is the purpose for trucks, the diesel is the winner. Not to mention the diesel will last longer. I ran my VM diesel in the Jeep to beyond 100K with only a thermostat replacement and intercooler hose replacement and zero other issues.


Pickuptrucks.com wrote a review two years ago of an two Supercrew 2wd Ecoboost driving from California to the mountains of Colorado and back. One was unloaded and the other was pulling a 9,000 lbs enclosed (yes I said enclosed). Keep in mind both of these trucks have a higher tow rating than the Ecodiesel. The unloaded truck averaged 21.5 mpg and the loaded truck averaged 8.5 mpg. So how would it get even less pulling a lot less load and probably not an enclosed trailer. Either PUT.com is lying to us or your info is on the false side. Everything I give is factual information backed up by actual events. Why do some people tend to give false pretenses just to make the product they like look good.

Wxmax, here is the article that PUT.com article that is stated above. If you select the pdf file they have in the article, it will break down the mileage. http://news.pickuptrucks.com/2011/04/road-test-review-2011-ford-f-150-fx2-35-liter-ecoboost-v-6-part-1.html

Horsepower will always out accelerate. Does that make for a better tow or working vehicle? I don't doubt an Eco Boost will out accelerate a VM diesel. But gearing and other things come into play.

The FE as you have shown on the Eco Boost under load is very poor compared to the diesel. The diesel will still move a similar weight, but much more efficiently.

My father used get his timber from an old bush mill. I remember as a kid I used to love talking to the mechanic and asking questions.

He told me their Mack jinker had only 300hp and 1 200ftlb of torque. It sat on the highway pulling 20 tonnes at 60mph.

A Mack extremely similar to our friends timber jinker.


Here's a truck with low horsepower and look at the load.


We called these things Blitz's, they looked odd, I think they were Canadian in origin from WWII. I don't think they were much over 100hp. They had gas engines. Here is a cut and paste and the link to Wikipedia is below, great trucks blitz's.

The Ford-built CMP trucks had a 239 cu in (3.9 L), 95 bhp (70.8 kW) V8 engine, while most of the Chevrolet-built CMP trucks had a 215 cu in (3.5 L), 85 bhp (63.4 kW) straight-6 overhead-valve engine. An American-made 270 cu in (4.4 L) GMC straight-6 engine powered the C60X 3-ton truck.



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.
Posted by: Big Al from Oz and the UAW is posting here | Sep 24, 2013 1:02:53 AM


Interesting theory but you have no proof to back it up which is why people think you are a crackpot around here.

@Big Al

They both have the same peak torque of 420 lb-ft with the only exception of 500 rpm difference of when they get their peak torque so essentially one does not have the advantage over the other in that department. The place where the Ecoboost has the advantage is in horspower. I will agree(like I said earlier) that the Ecodiesel will get better fuel mileage, but that is at the sacrifice of being slower that the Ecoboost. The Ecoboost os rated around 6 seconds from 0-60 while Ram rates the Ecodiesel at 9 seconds. They will both pull a load very well no doubt, but the Ecoboost will do it quicker with more power to spare while the Ecodiesel will do it using less fuel with not as much power to go faster. That is what horsepower does for you.

Anyone confused about the pricing on a 2014 Ram Ecodiesel you can build and price one to your heart content on aolautos.com. As well as 2014 F150s as well. The cheapest I could build a Ram 1500 with a diesel was 32K.

I'm looking at these vehicles as working vehicles as well as family trucksters.

How often do people accelerate at a 0-60 pace of 15 seconds?

Most V8 guys will like the torque of these engines.

The Eco Boost is a nice engine, but as a truck guy and driver of a diesel I do think you'll find a group who will drive a diesel for a while and not go back to gas.

I wonder what Mark William's real view on the diesel is, even though it isn't a V8. He liked the Grand Cherokee diesel and I bet he likes this Ram.

@Big Al

"The Eco Boost is a nice engine, but as a truck guy and driver of a diesel I do think you'll find a group who will drive a diesel for a while and not go back to gas."

That depends on what they are looking for. Of course the fuel economy guys will go to a diesel. Those that like the quickness of their Hemi, i-Force, or Ecoboost won't.

Also, I would not go back to an N/A gaser after driving an Ecoboost. The torque pull of this engine from just 1,500 rpm,and barely touch the throttle to go feel is just too addicting. I really recommend you drive one when you get a chance. I will try to test drive this Ecodiesel one day without a biased mindset because I am curious. I already know it will have the same torque pull as my Eco, but with less quickness. I guess I will have to wait and see.

Nissan, are you reading this?

Apollo: I am not sure what country you live in, but here, in America we have the right to express ourselves, and you are really giving me way too much credit, as I have no idea how to do what you are blathering about!! and just what have I done to you to make you so crazy? or any of the others? you need to lay off the booze or whatever it is, anger issues? bad day? old lousy truck and jealousy?

A lot of the guys on this site will be amazed that within a few years V6 turbo or supercharged engines will be the norm for all pickups that are gas powered.

V8's are going to have a slow death. Even here in Australia the V8 ute will no longer be around in a few years. If someone would have told me that 10 years ago I would have laughed at them.

I even read that the Pentastar will come out as a 2.7 supercharged or turbo'd engine in the near future.

Prestige vehicles normally lead the way with future trends and Range Rover are offering V6 supercharge vehicles with a lot of aluminium. Remember this was all done when Ford owned them, so you can see what direction Ford will head in.

WHY is everyone so wrapped around the axle about 0-60 time, max towing capacity, and the $57K price figure?!?!

Fact is, not all of us buy trucks to serve as a phallic extension. MOST of us aren't going to buy the fully loaded Laramie. Ya know what?! The model I'm looking at getting with the diesel comes out right around $39k - smack dab in the middle of most new 1/2 ton trucks, and almost $20k less than that big mean ugly number everyone is bent out of shape about!

For the record, I DON'T CARE if it's 9 seconds to get from 0 to 60. What's the time from around 0-40, 40-65 or 60-75? Those are the times I care about, because that's 97% of my driving - accelerating to the speed limit from stop signs/red lights, merging into traffic, and highway/interstate passing. And ya know what? If those numbers aren't the fastest among all the 1/2 ton trucks, I DON'T CARE (back to not needing a 4-wheel phallic extension!) as long as they compliment my driving style.

Also, I DON'T CARE if the Hemi tows 200-800 more pounds (with an identical axle ratio). I an NOT stupid enough, nor do I have the need, to load a 1/2 truck to it's max tow capacity and go run around all day! If I was going to consistently tow 9,000+ pounds, I would invest in a 3/4 or 1-ton truck. I DO NOT NEED a 3/4 ton truck to tow my 2,000-6,000 lb boat/camper/utility trailer (nor am I willing to pay $45k+ to get the features I want), which is 99.99999% of the towing most 1/2 ton trucks are tasked with. And, if I can tow those weights at 15-18 MPG rather than 8-11, that makes me happy.

And, I DON'T CARE about the amortization of the diesel engine any more than I do about how many miles I need to drive with the Hemi, or the GPS, or the premium stereo, or the bed liner, before deciding THAT upgrade was worth the cost!

why dont they use the 4-bt Cummins

RAM & Ford are going to make huge leaps in quality & design over General Motors in the next coming years. GM better stop liking 2nd place & try to be running first because their slipping up every redesign poorer looking trucks not flashy not impressive just a boring pickup truck a child could have thought of shame shame shame!

Ok Folks stop complaining about the price.. it is a Laramie Longhorn after all, probably loaded and leather everything... If i want leather, I will sit in my living room thank you very much...

Grab an SLT with same powertrain and the drop in price is significant in the neighborhood of 15K. That makes it more or less competitive keeping in mind that all diesel engines costs more than gasoline engine to make, and therefore to buy.

I would suggest a read of the history of VM Motori.... is was recently owned by GM and Penske, till fiat bought out Penske's shares in the company.... so you will own a RAM with an engine from an engine company that is half owned by GM!!!! How is that for irony.....

I'm no diesel expert but my first knee jerk impression wo having driven one is : Its too small for a vehicle this size. you could probably stand in between the radiator and engine if not for the all the plastic but they did a good job covering all the space. I commend Ram for doing this though. They're the first and they are getting the best mpg numbers in this segment with this engine and the 3.6 gas, essentially with conventional technology. Jeep is predicting 21/30 with the eco diesel GC. Ram says 17/25 with the 3.6 gas in their HE model which is also the same as the jeep GC. but i doubt the bigger heavier ram 1500 will get the same mpg with the diesel. I predict 19/28 with the Ram 1500 eco diesel. With that being said i think this engine should go in a dakota for true fuel savings. Small diesels for small trucks is where its at but i know this wont happen bc the dakota was discontinued due to low volume sales and it cost just as much to produce as the half tons. i dont think ford will counter with a small diesel in a 150 bc they have too much invested in the eco boost and if GM does they will do it in the colorado as they should . but if anyone does it will be GM with a baby duramax which will likely be somewhere around a 4.0 liter which will crush this engine. I believe it was already in development before the recession . RAM has done it , it works, and its first to market so Kudos to them! I would still opt for the 3.6 though for various reasons. In the article it says you can recoup the cost in 3 to 4 years. i dont see how this is possible unless diesel is the same price per gallon or less than gas. I mean how can you save money or reap the benefits of the better mileage unless this is true? its a wash mpg wise vs price per gallon if you ask me and you will never recoup the additional cost of the eco diesel unless the no. 2 oil is the same or cheaper than gas. right? the only reason to get the ecoD is the cool factor, the torque for towing over the 3.6 or mpg towing over the hemi which will be sluggish as the article implies. or alot, alot of Hwy driving. and what about biodiesel percentage capability? I would hope at least B5 for this engine. The good thing about this engine is theres plenty of room for a hybrid electric motor under the hood and batteries in a 1500 . of course the cost would be astronomical but i think hybrid diesels might be not too far down the road in a platform such as this.

The enigne is well test it in jeep for the last 2 years what ever about the price thats the most expancive model you can get i did the build your own and i get my crew cap for 35000 so realex guys. It is great to have a diesel in that truck vw is doing it already for the pAst 4years in the amerok and the truck is such a goog truck can't wait for it

Go back to the 12 valve dummies

My old 12 valve is still running my 24 is broken and always got issues the 12 valve gets over 30 mpg and lasts forever

at that price. they could stick it. wait for competition

I have a TDI Jetta Wagon. That little diesel hauls butt and gets 45mpg i will buy a half ton truck that gets 30 mpg and still has enough power to drive it effortlessly. I think $40k is my limit though.

My question is with the longtime success of the straight 6 cummins in the 3/4 and 1 tons, why did ram not use a cummins 4bt in their half ton? That could be the perfect truck.

Where can I buy dodge 1500 Eco Diesel 2014, please let me know.

Don't worry about that 57K price tag! Just wait a few months Ram wants to climb the sales number ladder. By mid year they will have out rebates and low cost financing! I just bought my 2013 Diesel Larimie 2500 sticker 59,800.00 paid 48,200 after rebates and dealer incentives. The good news is I traded in a 2011 Ram Diesel Big Horn msrp on it was 52K paid 39K traded in two years latter with 40k miles still got 34K trade in.. New truck is much better then the 2011..

$57k is for the top of the line ram truck the Laramie longhorn. Prices will be lower for an express or big horn edition. So don't freak out to bad

Since the VW Amarok does fine with an 2.0 diesel, there is no reason to think a high tech 3.0 diesel isn't enough for a half-ton pickup. The new Sprinter 2500/3500 has a 2.1 diesel as base engine.

However, the RAM 1500 diesel lacks in towing capacity IMO:
- For comparation, the unibody VW Touareg is rated to tow 7716 lbs with 4motion and 3.27 gears. It uses a V6 3.0 diesel with little less torque and a 8 speed transmision.
- The RAM 1500 diesel isn't rated better then that with 3.55 gears and the 4x2 version is rated at only 9200 lbs with 3.92 gears.
- The Silverado 1500 tows 12,000 lbs with 3.73 gears and less torquey V8 engine, with their max towing option.

RAM should add a comparable max towing option, while keeping a lower final gear options for the clients that want fuel economy.

The EcoDiesel will get 6-8 more mpg then the comparable EcoBoost on highway, with a similar difference when towing. The EcoDiesel not only uses lower displacement and diesel fuel, it also has a more advanced 8 speed tranny.

I have logged 85,000 miles on a 2011 Super Cab F-150 with the eco boost.

Pulling a 8,000 lb utility trailer a 1/3 of the time. This engine is strong and delivers more power than you need at times.
Most of the time I can expect not towing 21-24 mpg driving 75 mph. It is very susceptible to weather. Head winds knock mileage down greatly.
I found when towing you have to use premium fuel. Tier 1. If you get in the hills and have a 30 mph head or side wind. This engine will run about 8 to 10 lbs boost. Using cheap gas will cause it to have a spark knock and it will lay down. Start shacking like it has 4 flat tires and no power. You will have to pull over and shut it off or let it catch its breath to say.

I only use premium now and it hasn't happened again.

9200 lbs towing is all I need.... 0 to 60 who cares... 3 sec isn't going to make any difference.

I want a durable reliable engine... Ecoboost has done me well but this egodiesel I believe will be even better. Unless you want to get there 3 secs sooner.

Ram has options that are not available on fords and I think their pricing is lower.

They offer coil springs with air ride... Makes for a better ride..


You just described why a half ton truck is the wrong choice for the work you do. Get an HD. Better all around. Stop worrying about FE and get your work done. You will be happier.

Up to a point I'm going to agree with Papa Jim; towing eight thousand pounds on a regular basis really needs something a little stronger than a small EcoBoost. Not a truck, but I used to tow a five thousand pound travel trailer behind a 302 Windsor (5.0 litre) which had decent torque for its less-than-200hp output and it served passably well, but I had to replace the engine at 85,000 miles--the load basically pulled the guts right out of it.

Interestingly, at 250 horses and over 400 torques, this little diesel may be exactly what you need--steadier power that doesn't rely on boost to give you that added oomph. What I don't believe is that you need a huge engine in an HD or SD truck for such a relatively light load. You just need a good, balanced combination of power for the load you intend to pull. Too much engine may make towing easier--but remember that you're still going to be stuck with running mid-grade or premium gas and probably lose more fuel mileage than a mid-sized diesel will offer.
Of course, the drawback with diesel is its higher price--currently running around $3.99/gallon where I live compared to $3.69 for premium. Will the added range of the diesel balance that 10% higher fuel cost? Will the diesel offer more durability than the gasser? Too many questions that only experience can answer. After all, numbers may not lie but people can make numbers say what they want them to. EPA may offer an overall average for a vehicle/engine type, but how you drive it can make a huge difference--20% better or worse than EPA, easily.

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