Archive for the ‘pentastar v-6’ Tag

2019 Ram 1500 First Look

Since its 2009 model-year launch, the current Ram has very gradually increased its share of the full-size truck market from 16 to 22 percent. Half-ton pickup buyers are fiercely loyal, and indeed no other manufacturer has seen fluctuations of more than a couple percent during that time, which suggests that Ram is growing by snagging first-time truck buyers. It makes sense that the truck with the most carlike ride might attract unbiased folks moving out of cars or crossovers, so for 2019 Ram is amping up the comfort, efficiency, and luxury of its 1500 models to keep those newcomers coming.

Headline upgrades include 48-volt mild hybridization, a claim to the longest and strongest chassis, and class-leading 0.357 Cd aerodynamics. Will this be enough to continue attracting new blood in the face of a recently refreshed 2018 Truck of the Year–winning Ford F-150, an anticipated all-new Chevy Silverado/GMC Sierra duo expected in 2019, and a renewed Toyota Tundra arriving shortly thereafter?

Let’s start with what’s not new: the interior window switches, the pickup box floor stampings, and some fasteners. Although the gasoline powertrains mostly carry over, the Pentastar V-6 and Hemi V-8 engines both employ fancy new eTorque starter/generators that store deceleration energy in a 0.43-kW-hr battery pack. The energy is then fed back to the powertrain in such a way as to optimize fuel economy—like helping sustain a cruising speed without downshifting or reverting from four- to eight-cylinder mode. More than 40 shift maps allow the eight-speed transmission and the eTorque motors to cooperate to wring every possible mile from a gallon of gas. The V-6’s unit is water-cooled and contributes 12 hp and 90 lb-ft; the V-8’s is air-cooled and delivers 16 hp and 130 lb-ft. These motors start the engine in 0.55 second after an auto stop, and they’re used on initial starts except in cold conditions, when a conventional starter does the job.

Two more novel fuel-economy boosters: A heater/cooler for the rear differential oil in rear-drive trucks enables the use of lighter-weight lower-friction oil, and a pair of active mass dampers on the frame cancel vibration so the Hemi can lug a bit more in cylinder deactivation mode without anyone feeling it. The ultimate fuel-saver, an EcoDiesel V-6, arrives later in 2019 without eTorque mild hybridization (that same engine in the new Wrangler produces a Ford F-150 Power Stroke diesel-besting 260 hp and 442 lb-ft).

Let’s talk chassis: The entirely new, 98 percent high-strength-steel ladder frame features a taller, narrower boxed cross-section that improves bending strength. Octagonal-section front frame-rail extensions are mandrel-bent and welded into that shape from tailor-rolled sheet steel that varies from 3 to 2 mm thick going forward to ensure they crumple. These octo-rails splay outward to capture small-offset crash forces. Despite a 4-inch wheelbase stretch (to a claimed longest in class), the new frame dropped 100 pounds for a 17 percent weight savings. Max payload increases by 420 pounds to 2,300, and towing capacity increases from 10,650 to 12,700 pounds. (That beats Chevy, Nissan, and Toyota but falls short of Ford’s 3,270 and 13,200 ratings.)

Other chassis upgrades include a novel upper control arm made of reinforced nylon molded around a steel stamping. It doesn’t save weight, but it efficiently adds the strength needed to permit a 22-inch wheel option on 4×4 models. New frequency-response dampers from Hitachi—a Ram exclusive feature—greatly improve ride quality, especially on high-frequency chatter bumps. (Rebels still get off-road-optimized reservoir shocks.) New variable-rate rear coil springs help comfortably shoulder heavy loads without bottoming out.

Available off-road options include an electronic-locking rear differential and unique rear-axle-locating geometry to raise the coil-spring suspension’s ride height by an inch. This setup becomes standard on Rebel models, lowering the entry cost relative to the 2018 model with standard air ride. Upsizing the base wheel from 17 to 18 inches allows the front brakes to grow from 13.2 to 14.9 inches in diameter, which shaves a claimed 7 feet from the 60–0-mph stopping distance. (We’ve measured 122 to 138 feet.)

That claimed class-leading aero figure—a 9 percent improvement over the current generation—is due primarily to a new active front air dam that lowers 2.7 inch at speeds above 35 mph and rises again below 15 mph. It’s standard on all coil-sprung Rams except Rebels and those with the Off-Road package. Raising the sides of the bed by 1.3 inches and sculpting a vortex-generator into the center of the trailing edge of the roof to manage airflow over the truck helped considerably (and gave Ram the largest standard box capacity). The HFE fuel-economy-special model adds flatter, smoother wheels and air-damming running boards that span between the front and rear tires.

Another 100 pounds came out of the body, thanks to clever hydroforming of the front upper crash rails and tailgate surround structure and use of aluminum for the hood and tailgate (the latter saving 15 pounds). Speaking of the tailgate, it offers electric release, a tailgate-ajar warning, damped lowering from any height, and assist with lifting. Added content like this conspires to limit net weight reduction to about 130 pounds—not bad for a cab body that’s said to measure roughly 4 inches longer and a half inch wider and lower.

Ram is parting with a few storied design icons for 2019. Gone is the cross-hair grille, replaced by seven designs featuring a revised Ram wordmark in the center, most of which are offered in multiple finishes. The ram’s head logo, which dates to 1981, gets updated to a more angular look and now adorns the tailgate of all but the Rebel model, which retains the giant wordmark.

The low-fender/high-hood big-rig look is only hinted at now—the fender gets taller and narrower and the hood bulge widens. Oh, and those tacked-on fender flares that adorn over half of all Rams are tacked on more robustly to reduce car-wash warranty claims. And hallelujah! Ram has ditched the metal mast radio antenna most pickups still employ.

Six price classes plus HFE are now offered: Tradesman, Big Horn, Rebel, Laramie, Longhorn, and Limited. These are amply differentiated, thanks to three headlamp and taillamp designs, the aforementioned array of grilles, 15 wheel designs spanning 18-inch steel through 22-inch aluminum (all of which now attach with six bolts, up from five), and the choice of chrome, blackout, or body color for various trim pieces. Also new: Sport (body color trim) and Black appearance packages are available across nearly all of the lower price classes instead of occupying a single rung on the price ladder. Speaking of ladders, a motorized running board is now available.

New electrical architecture brings all the expected safety gear, including available adaptive cruise control with forward collision warning, lane departure warning, lane keep assist, blind-spot detection with trailer sensing, and 360-degree camera view. Parallel and perpendicular parking assistance is offered, but trailer-backing assistance is not. Ram expects to achieve best-in-class safety ratings.

Interior space, comfort, and noise levels will all take a big step forward in 2019, we’re assured. On crew cab models, the aforementioned 4-inch stretch amounts to an extra inch in the front and rear doors plus 2 inches behind the rear door. (The eTorque battery and a subwoofer reside behind the rear seat.) The rear floor is now completely flat and features four tie-down rings and in-floor stowage bins that are enlarged to fit the receiver drop hitch. The seat bottom flips up as before to facilitate carrying large items indoors. Beneath it is a 1.4-cubic-foot storage area (twice as big as before) that can now accommodate rifles or fishing rods. On upper trim models, the rear cushion can slide forward 3.1 inches, reclining the backrest 8 degrees in the process. The entire center third of the seat back folds down as an armrest and cupholders, forming both a more comfy armrest and a better third-passenger backrest.

All of the price classes look classier, with even the cloth or vinyl-lined Tradesman variants getting some contrast stitching and a 3.5-inch color driver-information screen in the cluster. These bench-seat models get a three-point center front seat belt for 2019. Big Horn models add the option of two-tone interior trim. Rebels get red anodized trim and other red accents, seats with inserts patterned after its new Goodyear Wrangler DuraTrac tire tread, and a larger 7.0-inch info screen in the cluster. Laramie leather seats get suede bolster inserts, and Longhorn models add filigree accents in the leather and wood trim.

The Limited trim is what happens when a company has no Imperial sedan with which to separate rich folks from big money. The wood veneers have argent stripes laminated in, and there’s all sorts of fancy embroidery. Leather covers the dash, console sides, and seat backs, and the navy blue and “frost” two-tone leather treatment would suit Aston Martin’s first pickup truck. These trucks reportedly offer more real wood, leather, and metal trim than any other. And between acoustic-laminated glass and active noise cancelation on all models, Ram claims this will be the market’s quietest truck. So much the better to enjoy the top 900-watt 19-speaker Harman Kardon sound system.

A choice of three touchscreen infotainment systems is offered—two 8.4-inch versions (with and without navigation) and a fabulous 12-inch one that seems to split the difference between Volvo’s Sensus and Tesla’s Model S screens (see sidebar). Naturally there’s onboard Wi-Fi served up by a dedicated SIM card that comes with a 12-month “free trial” and five USB ports—four of which incorporate a forthcoming Type C format slot (FCA will be first to market with this) and three of which can contribute content to the Uconnect system.

The front console offers a smartphone/tablet docking slot with Qi wireless charging, and in the rear of the console there are two cupholders across which is a slot sized to hold a tablet at a comfortable viewing angle for rear-seat occupants. Cool. Similarly, the center console incorporates a hanging file folder area in the back with room for purses or laptops (which can be plugged into a 110-volt outlet—there’s another in the rear and one in the optional deeper cargo Ramboxes). There’s also a sliding lid with cupholders and a shallow stowage bin. Inside is an Easter egg image of the four generations of “big-rig” Ram trucks.

The steering wheel now telescopes as well as tilts, the pedals also still adjust for reach, and the front power seats now feature four-way headrests and four-way lumbar adjustment and can motor 0.8 inch lower to better accommodate 10-gallon hats.

As new truck launches go, this should be an exceptionally smooth one because Ram production is moving to the Sterling Heights plant recently vacated by the Chrysler 200. That’s allowed Ram to start production early and ramp it up gradually. Considerable overlap of the current-gen 2018 Ram is expected from the nearby Warren plant, so we can expect a rich mix of fancy 2019 Rams selling alongside lots of 2018 Tradesman models at the beginning. If Ram’s claims on the comfort, quiet, and efficiency front pan out, we’re bullish on Ram’s likelihood of continued market share growth.

Big-Screen Uconnect

Ram introduced 8.4-inch touchscreen infotainment to the pickup world, and now it’s doubling down with a portrait-oriented 12.0-inch screen that works like two of the old screens, only brighter and sharper. How bright? 1,000 candela per square meter. Recent iPhones manage only 625 cd/m2. And at 1,280 by 800 pixels, it about matches the iPhone 8’s Retina HD display for resolution.

Not surprisingly, this tablet doppelganger functions much like a tablet, supporting pinch-to-zoom and the ability to move frequently used app buttons to the home row at the bottom. As in a Tesla, you can view the map, audio, or other content in full screen or opt to split the screen with any choice of content on the upper and lower halves of the screen.

Another cool feature is expanded SiriusXM functionality including On Demand content. This allows you to listen to archived shows or stream your favorite team’s game from a home-team station. You can also pause streaming content of any type and resume it on your smartphone or home system (where you can ask Alexa to resume it). Better still, your onboard cellular Wi-Fi link can seamlessly switch to the online stream if you drive into a tunnel or skyscraper jungle and lose the satellite stream. Uconnect gets exclusive access to this feature for a year.

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Stop, Start, Save – Fuel-Saving Technology Standard on Jeep Cherokee

Chrysler Group is offering fuel-saving Engine Stop-Start (ESS)
technology as standard equipment on certain models of the award-winning
2015 Jeep Cherokee mid-size SUV and all-new 2015 Chrysler 200 mid-size

Jeep Cherokee customers who choose the available 3.2-liter Pentastar
V-6, and Chrysler 200 customers who opt for the 2.4-liter Tigershark
I-4, and will experience estimated fuel-economy improvements of up to
three percent, compared with the conventional vehicle-engine pairings.

“We’re taking highly efficient engines and upping the ante to further
benefit our customers,” said Mike Duhaime, Global Director-Electrified
Powertrain Propulsion Systems. “ESS leverages intricate control
strategies to deliver a superior driving experience, as well as the
expected fuel-savings and emissions-reduction.”

ESS applications in the Jeep Cherokee and Chrysler 200 and will
account for an estimated C02 emissions-reduction of up to three percent.

Availability in the popular Jeep Cherokee is scheduled for third
quarter. ESS arrives the following quarter in the all-new Chrysler 200.

ESS works this way:

– Engine controls constantly monitor vehicle speed

– When the vehicle brakes to a stop, fuel flow is cut and engine turns off – events that save gas and reduce emissions

– Beefier batteries maintain other vehicle systems so in-cabin comfort is unaffected

– When the brake pedal is released, the engine automatically restarts and the nine-speed automatic transmission, the segment-exclusive
nine-speed automatic transmission is engaged – all within 0.3 seconds

If a driver chooses to forgo the benefits of ESS, the feature can be
deactivated with the push of a button, and then reactivated.

Efficiency and refinement are hallmarks of the Tigershark and Pentastar engine families. ESS just complements these attributes.

The Cherokee’s available 271-hp 3.2-liter Pentastar V-6 is derived
from the acclaimed 3.6-liter Pentastar V-6, named three times one of
Ward’s 10 Best Engines. The smaller-displacement V-6 helps the Cherokee
deliver fuel-economy improvements of up to 30 percent, compared with the
model it replaces.

Individual exhaust-manifold runners are integrated into the aluminum
cylinder-head casting, a key Pentastar-family differentiator. This
design feature reduces weight and affords packaging benefits.

The 24-valve engine’s 10.7:1 compression ratio aids in lowering fuel
consumption and improves performance while its variable-displacement oil
pump further reduces parasitic losses to maximize fuel economy. The
pump is programmed to operate as needed, staying in low-pressure mode
below 3,500 rpm, and then bumping up pressure as demand follows

The high-tech transmission – which also comes standard in the Jeep
Cherokee – dispenses power smoothly for elevated refinement. Such
performance is made possible because the ratio steps between its gears
are smaller than those of other transmissions.

The Jeep Cherokee has earned multiple media accolades, from Rocky
Mountain Automotive Press Association’s SUV of the Year to 2014 Canadian
Utility Vehicle of the Year, courtesy of the Automobile Journalists
Association of Canada (AJAC).

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Nissan shows diesel-Frontier truck

Chicago — Nissan Motor Co. on Thursday showed off a concept diesel-powered version of its Frontier mid-size pickup at the Chicago Auto Show and said it will wait for feedback from customers before deciding whether to build it.

“It’s a technical study. We’re going to use social media — Facebook, Twitter, so forth and the blogosphere to find out what people are saying about this truck, ‘Do they like it? Do they want it? Should we build it?” and we’re going to let them decide for us, basically,” said Fred Diaz, senior vice president for sales and marketing at Nissan’s U.S. unit.

Last month, Diaz said the company was considering building a hybrid version of the next generation Frontier.

The demonstration Nissan Frontier Diesel Runner gets an estimated fuel economy increase of 35 percent over the current Frontier V6.

In August, Nissan announced it would sell a 5.0-liter turbo diesel V8 in the next-generation Titan full-size pickup, which will arrive in 2015.

“Frontier continues to be a huge success story for us, with more than 60,000 units sold in 2013,” Diaz said. “Nissan has always valued the mid-size pickup segment, and with this technical study project, we are looking to explore what is possible for the next-generation Frontier.”

This week, Fiat Chrysler Automobiles NV said its new 2014 Ram 1500 diesel pickup will earn a 28 miles-per-gallon highway rating, the best of any full-size half-ton pickup.

The 2013 Ram with a 3.6-liter Pentastar V-6 gasoline engine earned a 25 mpg highway rating.

The smaller pickup segment has been shrinking, although General Motors Co. announced last month it was re-entering the segment — a market that Ford Motor Co. and Fiat Chrysler Automobiles NV have both exited. GM also said it plans to sell a diesel version of its small Canyon and Colorado in the 2016 model year. The GM midsize trucks will go on sale this fall.

Sales in the segment fell 15 percent last year and are down by 75 percent over the last 15 years. Honda Motor Co. and Toyota Motor Corp. also both sell mid-size trucks.

From The Detroit News:

2014 Jeep Cherokee

Let’s not mince words: the 2014 Jeep Cherokee is a weird-looking little crossover. However, after taking a spin behind the wheel of a Cherokee Limited and then a Cherokee Trailhawk and then giving the little SUV a scrutinizing walk-around, I’m happy to report that not only does it look better in person than it does in photos, but it also delivers performance and tech that exceeded my admittedly moderate expectations.

Two engine options
Two engine choices are available for the 2014 Cherokee, the first and standard option being Chrysler’s 2.4L Tigershark MultiAir four-cylinder engine. This is the same mill that you can find under the hood of the 2013 Dodge Dart GT, should you be inclined to look, and is good for 184 horsepower and 171 pound-feet of torque while returning 22 city mpg and 31 highway mpg over the EPA’s test cycle. That’s an adequate amount of power. Though my three passengers and I weren’t exactly blown away by the crossover’s acceleration, the Jeep wasn’t left wanting or wheezing during my short drive through the hills of San Francisco’s Presidio. For drivers who prefer to take it easy, this is the configuration to choose.

Drivers who want a bit more power also have the choice to option a 3.2L Pentastar V-6 engine. This is actually a downsized version of the Chrysler Group’s 3.6-liter Pentastar V-6 that has served the brand for years. At this displacement, it outputs 271 horsepower and 239 pound-feet of torque. Dropping a few ccs of displacement has allowed the Pentastar-equipped Cherokee to reach an estimated 19 city and 27 highway mpg on the EPA’s test cycle.

In this configuration, the Cherokee is much more responsive to throttle inputs with, obviously, much better acceleration when asked. I’ll gladly take the 3-mpg highway hit for the additional get-up-and-go and the additional towing capability that the torque-ier V-6 affords.

Either engine is mated to a nine-speed automatic transmission that features sport and manual shifting programs. Having nine forward speeds means that the Jeep does a lot of shifting when tooling around town, but you get used to the smooth gear transitions.

Four drivetrain options
At the lower trim levels, the Cherokee can be had with front-wheel drive, but the models present during my testing were both 4×4 models. Jeep actually offers three different versions of its Active Drive all-wheel-drive system.

Active Drive I is the simplest setup, which uses brake-based traction control to optimize its grip for different terrain types. It also features a rear-axle disconnect, which allows the system to free-wheel its rear wheel under most conditions — effectively giving it the efficiency of a front-wheel-drive system — then instantly re-engage rear drive when front-wheel slip is detected.

Active Drive II builds on the first system with the addition of a low-range drive ratio and a neutral mode that totally disengages all four wheels for flat towing.

Finally, there’s the Active Drive Lock system, which is standard on the Trailhawk. This system also features a 4-Low drive ratio for high torque at low speed when, for example, rock crawling. Also added to the mix at this level is a rear locker, which can lock the rear wheels, which usually spin independently, into a fixed axle, increasing grip for off-road activities.

The Active Drive system features optimizations for a variety of surfaces, which the system can automatically detect or the user can specify using the Selec-Terrain traction controller knob on the center console. There are settings for auto, snow, and sand and mud. There’s also a sport setting that optimizes vehicle performance and the transmission’s program for more responsive on-road driving. For Active Drive Lock models, there’s also a setting for rocks and it has buttons that engage the 4-Low drive ratio, rear locker, and descent speed control.

The Trailhawk trim level also features a number of other off-road optimizations to go along with its Active Drive Lock system. The suspension has been raised an inch over the stock ride height to increase its break-over angle and water-fording depth (now up to 20 inches). The front and rear bumpers are unique, increasing its approach and departure angles. Bright-red tow hooks have been affixed to the chassis at the front and rear ends and skid plates have been affixed to the undercarriage to protect the suspension from branches and rocks.

I wasn’t able to really test Jeep’s claims about the Cherokee Trailhawk’s off-road chops, but was assured that the crossover had earned its Trail Rated badge during testing in the Mojave and on the Rubicon trail.

Our testing took place on public roads, so it should come as no surprise that I preferred my drive in the Limited model. Without the off-road optimizations, the standard suspension setup gave the crossover a much better seat-of-the-pants feel with much more responsive steering and a firmer ride. That the Limited was equipped with the larger engine option helped.

Uconnect dashboard tech
The 2014 Cherokee is available at all trim levels with the Chrysler Group’s Uconnect infotainment system. We’ve seen this system before in a variety of Dodge, Chrysler, and Jeep vehicles and really like it.

The giant 8.4-inch touch screen is easy to see and gives plenty of room for large virtual buttons that can be quickly tapped from the driver’s seat. Navigation with traffic is available, optional, and powered by Garmin’s excellent mapping and routing software. And the list of available digital-audio sources is satisfying in its inclusiveness. Whether you connect via Bluetooth, USB, or aux-in, or carry your music around on an SD card, you’ll find the connection that you’re looking for in the Cherokee’s dashboard.

I also like the connectivity and telematics features that have been added to this latest generation of Uconnect Access, which includes app integration with Yelp, Pandora, Slacker, Aha Radio, and others, as well as an optional WiFi Hotspot functionality that allows passengers to connect to the Web via the Cherokee’s 3G data connection.

Around the cabin you’ll also find a variety of standard and optional convenience features such as a powered lift gate, a wireless charging pad for smartphones, and an optional dual-pane sunroof. Non-tech features such as a reclining rear bench and a hidden storage bin in the front passenger seat cushion are also nice touches.

Safety technology and automatic parking
Getting off the beaten path is cool, but most Jeep Cherokees will probably live most of their lives on public roads, in traffic with other drivers. So Jeep has made available an impressive array of safety and convenience features for a vehicle in this class.

In addition to the rear camera, the Cherokee can be had with front and rear proximity sensors with ParkSense braking assistance, which can grab the brakes automatically if, for example, a dog or toddler darts behind the vehicle while it’s reversing. Also available are blind-spot monitoring with cross-traffic alert and an optional lane departure warning system that can notify an inattentive driver when that the vehicle is drifting out of its lane.

Optional adaptive cruise control boasts a feature called Stop and Go, which can bring the vehicle all the way down to a complete stop when traffic slows down and then resume forward motion as traffic creeps ahead. The forward sensor for the adaptive cruise also feeds a forward collision warning system that can notify the driver when a crash is imminent and automatically apply the brakes.

Finally, the Cherokee can be had with Active ParkSense, which is an automatic parking system similar to the one that Ford offers for many of its latest vehicles. This sonar-based system is a one-button affair that can automatically search for available roadside parking on the passenger side of the vehicle, notify the driver when a sufficiently sized space has been found, and then automatically steer the Cherokee into the space. This is the first implementation of this technology for the Chrysler group and one of the first vehicles that I’ve tested that offers the driver the choice between parallel parking and perpendicular parking.

In sum
You may not be a fan of the Cherokee’s looks, but there’s a lot to like beneath the sheet metal and in the cabin. The 4×4 drive train mated with the optional 3.2-liter engine makes for engaging, yet still relatively efficient performance. Meanwhile the level of available safety and convenience tech is impressive. The Cherokee’s cabin is crammed with sophisticated features that I think would make this crossover easy to live with on a day-to-day basis, whether tackling dirt trails or urban canyons.

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2014 Ram 1500 | Three Available Powertrains, Same Result: Incredible Capability

You may have heard the news already. Personally, we think it’s worth repeating.

In model year 2014, Ram Trucks will become the first vehicle manufacturer to offer a diesel-powered light-duty (half-ton) pickup truck. The 3.0-liter EcoDiesel V-6 engine joins the award-winning Pentastar® V-6 and the legendary 5.7-liter HEMI® V-8 as one of three available engines for the 2014 Ram 1500, creating in the process an unmatched trifecta of light-duty powertrains ready to hit the road in the next model year.

For small business owners, the benefit of having three available engines to choose from is just exactly that: choice. Because every business is different—with needs completely individualized not just to the type of work (say, lawn care) but to location, size, scope and on and on and on—every business needs to be able to customize its cache of “work tools” as much as possible. With tools like the new 2014 Ram 1500, that kind of customization is entirely possible.

Also in 2014, all three available Ram 1500 engines will be mated to the TorqueFlite® 8 eight-speed transmission, with each transmission-engine combination offering slight variations on the capability that the Ram Trucks brand is known for and that small business owners need.

For instance, the new EcoDiesel engine is a turbocharged 60-degree, dual-overhead camshaft 24-valve V-6 that produces 240 horsepower and 420 lb.-ft. of torque. The class-exclusive small displacement turbo diesel engine delivers a best-in-class combination of torque and fuel efficiency, music to the ears of any small business owner looking to strike the right balance between brute force and efficiency.

This is not to say that the fuel-efficient Pentastar engine lacks power or that the powerful 5.7-liter HEMI engine is inefficient. It’s just the opposite, in fact. Thanks to advances in technology, the Pentastar engine features 42 percent more horsepower (305 total horsepower) and 13 percent more torque (269 total lb.-ft. of torque) when compared the previous 3.7-liter V-6 engine.

As for the HEMI V-8, it benefits from first-in-segment Fuel Saver Technology, not to mention advance design features like active aerodynamics and class-exclusive air suspension, all of which help ensure that the great power of the truck (395 horsepower, 410 lb.-ft. of torque) does not come at too heavy of a cost to overall fuel efficiency.


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