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2014 Ram 1500 EcoDiesel earns 28 mpg highway; best in segment

4 February 2014

RM014_021FN
2014 Ram 1500 EcoDiesel. Click to enlarge.

The 3.0-liter V6 EcoDiesel-powered 2014 Ram 1500 pickup (earlier post) has earned a 28-mpg (8.4 l/100 km) rating from the US Environmental Protection Agency (EPA)—the best highway-cycle test result achieved yet by a full-size, half-ton pickup. It also exceeds the EPA highway rating for the top-ranked small pickup. The combined city/highway rating is 23 mpg (10.2 l/100 km.)

On the gasoline side, the 2013 Ram 1500 equipped with a 3.6-liter Pentastar V-6 gasoline engine earned 25 mpg (9.4 l/100 km) highway, a rating that stands for model-year 2014. The Ram 1500 now owns the half-ton pickup segment’s top two spots in the EPA’s 2014 highway fuel-economy rankings.

The EcoDiesel is currently the only advanced-technology turbo-diesel offering in the half-ton pickup segment. In addition to superior fuel economy, it delivers peak torque of 420 lb-ft (569 N·m), not matched by full-size trucks equipped with V-6 engines. Towing capacity is 9,200 pounds (4,173 kg).

The all-new engine’s block and bedplate are made from lightweight Compacted Graphite Iron (CGI). Its performance is enhanced by the MultiJet 2 common-rail fuel-injection system, which is exclusive in North America to Chrysler Group.

MultiJet 2’s high-dispersion nozzles and advanced-technology servovalve can accommodate up to eight fuel-injection events per cylinder cycle. This mitigates noise and improves low-speed throttle response, while also reducing fuel consumption and emissions.

The all-new 3.0-liter EcoDiesel features Selective Catalytic Reduction (SCR); high-pressure cooled Exhaust Gas Recirculation (EGR); variable swirl intake ports; and a variable-geometry turbocharger. All contribute to 50-state compliance with Tier 2-Bin 5/LEV II emissions regulations.

Chrysler Group’s segment-exclusive TorqueFlite 8-speed automatic transmission further improves the Ram 1500’s fuel efficiency. While enabling optimal engine speed in a wide range of driving conditions, the advanced-technology gearbox benefits from a thermal-management system that quickly warms transmission oil to reduce pumping losses associated with cold, low-viscosity fluid.

Other key efficiency features include:

  • Active grille shutters that optimize air flow for improved aerodynamics;

  • Electric Power Steering (EPS), which relieves the engine from constantly turning a hydraulic pump; and

  • Material-use strategies that leverage lightweight aluminum for components such as hoods that do not compromise capability.

Pricing for the 2014 Ram 1500 starts at $24,200, plus $1,195 destination. The exclusive V-6 EcoDiesel with TorqueFlite eight-speed automatic transmission is priced $2,850 greater than a similarly equipped Ram 1500 with a 5.7-liter HEMI V-8 with TorqueFlite 8-speed transmission. Ordering for EcoDiesel models begins 7 Feb.

February 4, 2014 in Diesel, Engines, Fuel Efficiency | Permalink | Comments (7) | TrackBack (0)

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Comments

Huge game changer for the small business type use of a pickup. The fuel savings would be impressive in a year or two of heavy use. It would also have tremendous range between fuel stops. The 420 ft lbs of torque more than adequate for almost any towing task.

This offering long overdue in the US market. Let's hope Ford, Toyota and GM follow suit.

Why not put this technology on a big block Hemi V-8 truck too? Add an all aluminum body like the new F-150 and there could be some big fuel efficiencies gained without sacrificing engine power.

What a contrast this vehicle is to the Audi cars presented in the previous article. I can imagine that most of the Ram trucks are used for normal commuting (not commercial use) with only the driver sitting in the car, as for the Audis. However, in this comparison, 60 mpg vs. 28 mpg (not to mention the 5.7-liter gasoline hemi engine) illustrates how much potential there would be if US customers would choose a somewhat more sensible option. Let´s hope that other car manufacturers will choose to compete with Audi instead of with this type of truck.

I hate to say this, but 28 mpg diesel is about the same as 25 mpg gasoline when it comes to energy consumption and CO2 output. Hence the highway numbers are about the same for the diesel model as the gasoline model.

One has to take the 11% higher volumetric energy density (MJ/L) for diesel into consideration.

The 3L diesel should do better than the 3.6L gasoline model. Something is amiss amiss with the design here,

It is still possible that the diesel is better for city mileage because it idles more efficiently.

In Australia dual cab pickups have grown a lot in popularity and are used more and more as family cars. But nearly all are no bigger than the Chevy Colorado in size and most are powered by 4 cylinder turbo diesels. If someone has a business and they require something with more load carrying capacity then most opt for something like the Japanese cab over style trucks which without looking at numbers are likely to be more efficient than the big GM HD and Ford super duty trucks you have over there which would be comparable in load capacity.

Our cities and geographic distances are similar over here. I do wonder what would happen if the US were to bring down its 25% import tariffs on trucks. Would these types of pickups and trucks that we have here in Aus gain in popularity and eat into the sizeable market share of the big 3 or do the big 3 have too much of a loyal following with their pickups for that to happen?

Michael,

They do sell Japanese cab-over trucks in the US. These are in a higher size, weight and price category (5 ton capacity vs. roughly 1 ton for pickups). They are also harder to drive, less comfortable and noisier.

Peter,

You shouldn't directly compare European and US (EPA) mpg ratings. Even cars that are identical in both markets get much lower mpg numbers in the US.

Contrary to popular belief, these trucks are the mainstay of American small business. The same businesses in Europe often use vans that get similar real-life fuels economy numbers.

To put this out in the open diesel engines sacrifice a fair amount of reliability and economy in city conditions. I the most wear and tear on the engine come from starting it stop and go driving is horrid on oil and transmissions especially the torque converter, first-third gear and cooling capability. People also have to remember the three F's fuel, fluids and filters auto parts stores are not correct unless they have corresponding patent numbers from the factory replacement. With restrictions from the EPA trucks are time to only idle for eight minutes before shutting down which is improper for adequate warming of the block and fluids a block heater is only to assist with starting. The current systems for emissions are overkill in my opinion with current technology and fuel quality capabilities the scr and dpf are too much too soon. The current design for the systems are meant for 10ppm sulfur content diesel the oil companies can reach 15ppm with +/- 8ppm accuracy with current technology.

I am a avid outdoors man and in strong support of clean air and water the big problem I have is the feasibility of the technology used I personally do not support clean diesel. The cost to consumer is outrageous I ended up selling my last truck to buy a older one because of the constant downtime and issues from the emissions system it was my third 08+ dpf,egr and scr equipped headache. I ended up making money versus losing money like many do this current truck I purchased in March '13 sold it January '14 ended up with three turbos and two engines in 20,359 miles. this was a 62k crew cab short bed loaded 3:55 electronic lock gears I did not expect to get stellar millage but better than 10-12 highway empty city was pitiful and 6-8 loaded highway. I pray that Ram did there homework to achieve reliability and efficiency while not having the issues the people in the three quarter ton/one ton market have on a daily basis.

People need to remember this is a half ton diesel not a HD version load ratings are very important to the safe travel. Tires are crucial 10 ply E load correct sizing for towing brakes better handles better under load lasts longer. Just because the person at the trailer store said it can tow it does not mean it can the trucks towing capacity is 9,200 subtract the vehicle(accessories, stuff inside the cab/bed) along with occupants. The next step is to add the trailers gross weight and its tongue weight lets say it has tongue weight percent of 10%-15% then add the tongue weight granted it has a class 5 hitch(1,000 vehicle tongue weight) to safely handle said tow. It would be a safe and very smart idea to ad a set of load assisting air bags to improve the ride and level the vehicle out to save the suspension.

I know that my personal truck it has a GVWR of 11,500 and can tow 23,500 with my goose neck trailer(19,000LB) with it fully loaded it safely handles the load. I have trailer brakes, air bags, traction blocks and front four link set up. I am very anal about maintenance and safety it boils down to what is designed for and maintenance.

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