Archive for the ‘ram rebel’ Tag

2019 Ram Power Wagon First Look: Powering On

Ram claims the original World War II army truck-derived Power Wagon was the first 4×4 pickup and that that truck’s successor remains the most capable off-road pickup on the market—fans of the 1913-1928 Jeffery Quad might debate that former claim, but we more or less validated Ram’s capability boast on a run across the Newfoundland Labrador wilderness. As the Ram 2500 line gets upgraded for 2019, most of those upgrades get applied to the Power Wagon while it carries over most of its previous unique features.

Retained features include the custom-tuned suspension with the 2-inch lift, electrically disconnecting anti-roll bar, and Bilstein shocks, the locking front and rear differentials, and the 12,000-pound Warn winch. A major upgrade involves that integrated front-mounted winch. The new Warn Zeon-12 model features “a unique fairlead and fairlead retainer with a new synthetic line that cannot kink, does not fray, and is more maneuverable.” The new line is also 28 pounds lighter. This winch, by the way, is one small reason why the Cummins diesel is not offered on the Power Wagon—it occupies space the Cummins setup needs for cooling. (The diesel engine is also too heavy and expensive to suit the “ultimate off-road pickup. “)

Another major improvement is a new 360-degree camera option, which provides a top-down view of the entire truck while forward cameras provide a close-up view to help place the tires when rock crawling. The standard 6.4-liter gas V-8 engine gets the MDS cylinder-deactivation system that launched on the half-ton version, along with all the noise and vibration countermeasures that allow these trucks to operate in four-cylinder mode more often—new engine mounts, vibration-canceling frame shakers, and active noise cancellation through the stereo plus all new exhaust hanging brackets that transfer less noise and vibration. Heavy-duty trucks don’t get an EPA rating, but internal testing suggests customers should see an 8-10 percent improvement in fuel economy. The engine is now teamed with an 8HP75R strengthened version of the eight-speed that has been powering the 1500 series trucks. The much shorter first gear ratio in this transmission reportedly improves the Power Wagon’s low-range crawl ratio from 35:1 to an impressive 51:1.

Like the rest of the Ram 2500 lineup, the 2019 model carries over much of the sheetmetal from the previous model (much of the cab, doors, and box) while face-lifting the design to resemble the 1500s, switching to an aluminum hood (saving some 27 pounds), and adding features such as the power-release tailgate with damped lowering. We still regard it as a new truck, however, because of the extensive powertrain improvements and the all-new frame, which is 31 pounds lighter and considerably stronger and less prone to transmitting vibration to the cab. The same is true inside, where the look resembles that of the 1500, borrowing some parts directly and modifying others to mount to the unique HD cab.

 

2019 Ram Power Wagon 32
2019 Ram Power Wagon 30
2019 Ram Power Wagon 29
2019 Ram Power Wagon 28
2019 Ram Power Wagon 23

As before, the Power Wagon is offered in crew-cab 6.4-foot box configuration only, and the functional aspects of the package can be ordered on the Tradesman trim truck of that configuration. (The option added $7,950 in 2018.)

Read more at: https://www.motortrend.com/cars/ram/2500/2019/2019-ram-power-wagon-first-look-review/

Advertisements

100+ mph, off-road: 2017 Ram Rebel TRX concept pickup truck

First shown as a surprise launch at the Texas State Fair, the concept Ram 1500 Rebel TRX was powered by a 575 horsepower supercharged 6.2 liter Hemi, with 37 inch Toyo tires and six-piston calipers. It has side-exiting exhausts ahead of the rear tires, built into the rock rails; steel bumpers, skid plates, and “all the cooling you’d want.” It has two spares, and six-point harnesses to hold the driver and passengers in.

575 horses easily beats the Ford Raptor’s 450 horsepower. Why, people ask, is it “only” 575 hp, when the Challenger does 707 with the same engine? Our guess is two-fold: so you can still control the truck, and because it’s a 4×4, and the powertrain parts (particularly the front differential) can only take so much.

Jim Morrison said it could “handle the harshest terrains at speeds over 100 mph,” aided by a full 13 inches of suspension travel, at all four corners. To support all that suspension movement, they had to make the fenders six inches wider than those of a normal Rebel, resulting in an hourglass shape (as seen from above).

Why the Borg-Warner 44-45 transfer case? It doesn’t have an automatic mode, but it locks fully, which is better for durability off-road or in deep snow. It’s the same transfer case used by the Rebel and Outdoorsman.

The transmission is the “TorqueFlite Eight,” an eight-speed automatic, with paddle shifters. The 4×4 performance control system works with the BorgWarner 44-45 transfer case, with user-selectable normal, wet/snow, off-road, and Baja modes.

The front and rear axles have severe duty components, and the 13” wheel travel is over 40% more than the normal nine inches front, 9.25 inches rear. Adjustable front and rear bypass shocks are included.

The standard Ram 1500 front axle is used with an open differential and custom constant-velocit half-shafts to handle the wider track; spindles were moved forward to make room for the 37 inch tires.

The rear axle is a Dynatrac Pro 60, which uses a selectable electric locker to 35-spline, 1 1/2 inch axle shafts. The locker is available on all modes and “commits both rear wheels to traction at the same speed, spreads the torque load and maximizes the tractive effort (power put to the ground) in full-throttle maneuvers.”

The unique from grille was needed for extra airflow. Inside, it adds not only the six-point harnesses but leather/suede seats, carbon-fiber trim, and new materials and colors.

The frame is “virtually unchanged” from the standard one. The front suspension uses custom-built upper and lower A-arms with special attention to caster and camber angles during suspension cycling. The goal was to have a smooth ride over smaller bumps, and when the bumps become mounds, to have high reaction speed and heat dissipation to avoid shocks while keeping full traction.

The Ram 1500 link coil rear suspension system shares its basic architecture with desert racing trucks; the frame’s hard points for the suspension were unchanged. The 2.5-inch bypass shocks use factory mounts, but performance rear coil springs were put into the factory-spec positions.

The factory hydraulic-boost compensation unit was kept but calipers were swapped out for Baer six-piston monoblock calipers with 15 inch rotors up front, 14 inch rotors in back.

High-speed off-road truck racing teams commonly use a 37-inch tire for its height and durability; hence the Rebel TRX’s 37 inch high tires, 13.5 inches wide, with a 10-ply design and custom Mopar beadlock wheels (which pinch the outside of the tire to the rim).

The two complete spare tire and wheel packages, with tools and jack in lockable storage in the bed, reflect the rigors of off-road racing.

The special grille was needed for air flow. A steel lower brush guard was needed for the “rock knock” test. To clear the Roots-style blower atop the HEMI engine, the Rebel TRX uses a hood based on the taller Ram Heavy Duty design.

The truck has bright LED clearance lighting, matching LEDs elsewhere in front and rear.

 

An open upper glove box with elastic straps holds a sturdy TRX-labeled bag with color matched tools. A camera mount is on the rear-view mirror. The Rebel TRX interior floor trades carpet for black rubberized coating. Black all-weather mats from Mopar reduce foot slip when foot-to-pedal placement is crucial.

Will it be made? It’s quite possibly a design study for a challenge to the Ford Raptor — so “maybe.” As we say in the following video, you can certainly see how they thought about production as they designed the concept.

Update: Will it be made? If not, why go out of their way to use (and point to use of) production parts and attachment points? Ram’s web site has this interesting disclaimer: “Concept vehicle shown. Vehicle specifications may change.”

It goes on to say, “With a 6.2L supercharged HEMI® V8 engine and sturdily built with an off-road suspension, the RAM 1500 Rebel® TRX will be the most powerful factory-engineered half-ton pickup.” At least one observer believes they would use the 392, though, and not the Hellcat.

A company named Prefix, which does Viper work, makes a similar-concept, Ram-based truck called the Minotaur. “Ramajama” pointed out that they use a Kore Tactical suspension with close to the same specs as the TRX, but with 35” tires rather than 37”; the Minotaur is even available with a 475-hp Hemi 392, with TRX-like side exhausts.

Read more at: Read more at: http://www.allpar.com/cars/concepts/ram/rebel-TRX.html

The 2016 Popular Mechanics Automotive Excellence Awards

Best Truck: Ram
2016-Ram-1500-Rebel-pickup-01

– Base price: $26,605
– Towing capacity: 9,000-plus lb.
– EPA mileage: 17 mpg city/25 highway

Give it up for the Ram! Top to bottom, this is the model to beat. Chrysler is a perennial third-place finisher in the domestic-truck sales battles, which means that these new Rams are the product of a striver mentality. Chrysler knows that, unlike with a Ford or a Chevy, you probably won’t buy its truck out of habit or hallowed family tradition. So it wants to give you other reasons, compelling technological reasons, for joining the Mopar crowd.

And there are certainly plenty of those. The Ram is the only pickup with a ZF eight-speed automatic transmission, a device so manifestly excellent that Rolls-Royce and Range Rover put the same one in their cars, too. That transmission can be bolted to a satisfying 305-hp V-6, a beastly Hemi V-8, or a 3.0-liter diesel, the only small diesel you can get in a full-size truck. The Ram EcoDiesel nets 29 mpg highway and can tow more than 9,000 pounds, which makes you wonder why it has, as yet, no direct competition.

The Rams also have the most ambitious suspension. The 1500- and 2500-series trucks come standard with a coil-spring rear end, so when you’ve got nothing in the bed (which is probably most of the time) they still manage a smooth ride with superior control, none of the rear-end hopscotch that leaf springs can give you on a bumpy road.

A coil-spring rear end would be revolutionary enough, but Chrysler also offers the industry’s only available air suspension. Going off-roading? Hit a button and it’s like you installed an instant lift kit. If you’re loading cargo, drop the suspension and you can heave those bags of mulch into the bed without approximating the caber toss at the Scottish Highland Games. The truck even knows to drop the body closer to the pavement at highway speeds to improve fuel economy.

On the heavy-duty side, Ram’s got the most torque (a downright silly 900 lb-ft from the high-output Cummins diesel) and the most powerful gas engine with the 410-hp 6.4-liter Hemi. The trucks with an HD badge also get optional rear air suspension, which means the bed stays level even when you’ve loaded it with two yards of gravel or your pet hippopotamus or a bunch of caber poles.

No, the Ram isn’t perfect—the fancy Laramie Longhorn interiors exhibit the aesthetic sensibility of a Reno whorehouse circa 1895—but in terms of fearless ambition and overall goodness, the striver makes a compelling case. You ought to hear it out.

Read more at: http://www.popularmechanics.com/cars/g2573/2016-popular-mechanics-automotive-excellence-awards/

Updated 2017 Ram Power Wagon

The popular sentiment in the truck market is that if you really, really want off-road performance, you turn to the Ford F-150 SVT Raptor. But Ram would like to remind everyone that it’s no stranger to the hardcore, off-road pickup game, and that the 2500-based Power Wagon is here to stand up (and dwarf) the half-ton-based Raptor.

The 2016 Power Wagon was heavy on the chrome, had an pretty ridiculous optional graphics package, and featured questionable red grille inserts (unless you got the work-truck-like Power Wagon Tradesman). To be frank, it was hard to take the truck seriously alongside something as purposeful looking as the Ford Raptor. Ram has addressed this for 2017 by replacing all the chrome with menacing black trim. The billet-silver Ram badge in the nose is the only piece of bright work, and goodness, it all works.

exterior power wagon photo courtsey of autoblog.com

Look at the two side-by-side: murdering out the new Rebel-inspired grille, rear bumper, mirror caps, wheel arches, 324-point-font tailgate badge, headlights, and wheels finally gives the Power Wagon the menacing, purposeful, and imposing appearance that it needs. But really, what we like best is that this Ram is all just two-tone now, instead of a handful of different shades. By offering decals in just black or silver, depending on which of the six body colors you choose, the 2017 Power Wagon is a less distracting and simply more cohesive design (or just skip the graphics pack all together – we would).

Changes elsewhere are much more modest. You can black out the cabin headliner, and the dull fabric seats have been spiced up with inserts that ape the tread pattern of the standard Goodyear Wrangler DuraTrac tires. It’s a small touch, but it breaks up the otherwise depressing sea of black plastic. And as far as more luxurious options, there’s no mention of a range-topping Power Wagon Laramie, although buyers on a budget will still be able to snag the entry level Power Wagon Tradesman.

interior power wagon photo courtsey of autoblog.com

Perhaps most importantly, the bits that make the Power Wagon a Power Wagon are more or less unchanged. The 6.4-liter Hemi V8 still produces 410 horsepower and 429 pound-feet of torque and is still matched with a 66RFE six-speed automatic and a manually-shifted transfer case. It’ll still tow 10,030 pounds, ford up to 30 inches of water, and has a standard 12,000-pound Warn winch at the front. In short, the 2017 Ram Power Wagon is still a monster, just a more fashionable monster.

Read more and the full Press Release at: http://www.autoblog.com/2016/02/11/2017-ram-power-wagon-chicago-official/

2015 Ram 1500 Rebel First Drive

Let’s get one thing straight from the start: The Ram Rebel is not a Ford Raptor-fighter. That was the Ram Runner, and it’s dead now. No, this is Ram’s rebuttal to Ford’s FX4 Off-Road package for the F-150, Chevrolet’s Z71 Off-Road package for the Silverado, Toyota’s TRD Pro package for the Tundra, and Nissan’s Pro-4X package for the Titan. Set your expectations accordingly.

That established, let’s talk about what makes a Rebel. The Ram people say it’s a reaction to customer behavior, as a lot of truck buyers immediately install a lift kit and a new wheel and tire package. Ram figured it could offer something like that from the factory easy enough, with the added benefit of having the modifications designed to work together, covered by the warranty and serviceable at Ram dealers.

Ram’s modifications are as clever as they are simple: The Ram 1500’s optional air suspension is standard on the Rebel, but the default ride height is now an inch higher, what a standard Ram would call Off Road 1. It’s now backed by Bilstein monotube shocks, and the alignment, steering gear, and rear anti-roll bar have all been tuned for the higher default center of gravity. A rear limited-slip differential is optional. A new front bumper incorporates tow hooks and a skidplate, with additional protection under the vehicle, and 17-inch wheels wrapped in 33-inch Toyo Open Country A/T tires increase capability and the wow factor. Fender flares, blacked-out trim, and giant badges round out the look. The interior features red accent trim, beefy rubber floormats, and the tire tread pattern embossed in the seat backs.

You’ve likely come to the conclusion I first did, which is that Ram didn’t really do all that much. Compare it with rival packages, though, and you’ll find it perfectly matched. Ram simply came up with a cooler name and tougher look than most of the competition, and what the Rebel might lack in quantity of modifications it more than compensates for in quality.’

We’ll start off-road because that’s the whole point. To demonstrate the Rebel’s capability, Ram took us to the San Francisco Volcanic Field outside Flagstaff, Arizona, in what turned out to be mostly terrible weather. The terrain Ram had intended us to conquer was made mostly of volcanic cinder, which is more or less like coarse, loosely packed gravel. The weather, however, ensured the rest of the driving would involve standing water and several inches of snow on top of mud the consistency and stickiness of saltwater taffy. That none of us managed to get a single truck stuck in any of that mess is a testament, as the cinder Ram wanted us to drive on had the trucks dug in to their rims more often than not.

All this perhaps best illustrates the Rebel’s key feature: Ram’s inspired choice of the Toyo Open Country A/T tire. Not just for show, these knobby wonders clawed their way through every surface we could find. Even completely saturated with taffy mud, they continued to dig in and keep the truck moving. Note that this was the same sort of mud that shut down the off-road driving course at the nearby Overland Expo (where, incidentally, attendees had high praise to sing of the Toyo Open Country A/T). More than simply getting us through the cinder, mud, and snow (without needing to be aired down, as we discovered by trying it both ways), the tires helped keep the truck well under control in all conditions. Be it blasting down a packed gravel road, working through the mud, or turning onto a paved road, the tires bit hard and kept the rear of the truck firmly planted. Getting it sideways took considerable effort, and any slip it gave was predictable, linear, and easily controlled.

Of course, credit for this stability also goes to the Bilstein shocks and Ram’s suspension tuning. The air spring and shock combination (not to mention the fat tire sidewalls) provided a surprisingly comfortable ride both on-road and off. The combo proved adept at handling large and small bumps and holes in pavement, and it soaked up off-road obstacles just as well. The suspension has no more travel than standard Rams, but in all our beating on it, we only managed to bottom out the suspension once. Let’s be clear about this: My co-drivers and I were not nice to this truck, at all, and we couldn’t hurt it.

It could, however, hurt its own cause. Our mutual major objection to the Rebel (aside from the grille) was the electronic stability control. On the Rebel, you’re supposed to be able to turn stability control completely off. This is not the case. Putting aside the fact that you can only achieve full deactivation with the truck in 4WD, if you find yourself several inches deep in gravel or mud, you’ll find you don’t have full authority over the throttle. Every time we found ourselves in this situation, the computer ignored our throttle inputs and limited wheelspin, even when it would’ve been far more advantageous to keep engine and wheel speeds up to avoid getting stuck. On more than one occasion, we found ourselves slowing to a crawl and unable to modulate the throttle, relying instead on the computer’s wisdom and the tires’ bite. Yes, the computer saved us from potentially overdoing it and digging ourselves in, but it also restricted our options at a critical moment. There are few more helpless feelings than being in control of a vehicle on the verge of getting stuck, and it’s only worse when you’re prevented from doing everything possible to avoid it. The lack of a hill descent control feature is also a small disappointment.

On the road, where most Rebels will spend most of their lives, it was really no less livable than a standard Ram 1500. The big off-road tires make a little more noise than street tires, but the truck rides, handles, stops, and goes just as well. You sit a little higher, and there’s a stronger urge to get off the pavement than usual, but there’s no real compromise to the driving experience in return for the greater off-road ability. As the suspension is mostly the same, there are no penalties to towing or hauling ratings, either.

All of this must be read with the caveat that the only pre-production Rebels Ram had available for this test drive were V-8 four-wheel drive models with the optional 3.92:1 rear end. The Rebel is also available in rear-wheel drive, with a V-6, and with a 3.21:1 rear end — the V-6 model is available with four-wheel drive and 3.92:1 gears only. For now, the EcoDiesel engine is not available, as the factory that builds them is maxed out, and the Rebel will only be offered in the four-door Crew Cab and 5-foot-7-inch bed, as that combination accounts for 70 percent of Ram sales. The RamBox bed pictured is optional.

The Ram Rebel may not be a factory Baja pre-runner, but it’s an impressively capable truck nonetheless. Ram has built a more aggressive and better branded off-road package for a half-ton pickup than any of its competitors. Doubters are welcome to try to keep up on the trail.

Read more at: http://www.msn.com/en-us/autos/autos-trucks/2015-ram-1500-rebel-first-drive/ar-BBjVY72

FCA’s lineup for New York show

While Fiat Chrysler will not be showing any new vehicles at the New York Auto Show, whose press days start tomorrow, the company will bring a wide range of cars and trucks for those who don’t travel the country to see unveilings as they happen.

The most controversial entry is the 2015 Ram Laramie Limited, first shown in Chicago, which Ram called “the benchmark in truck opulence.” From Detroit, Ram is showing the 2015 Ram Rebel, which includes a suspension lift, 33-inch tires, a custom interior, and the first non-crosshair grille in some time.

Alfa Romeo is showing off the 2015 Alfa Romeo 4C Spider, which follows the coupe version; it has absurdly low weight thanks to a carbon fiber monocoque chassis, allowing it to use a 1.75 liter turbocharged engine to from 0 to 60 mph in 4.1 seconds.

As one might expect, the new Chrysler 300, Dodge Charger, and Dodge Challenger will all be shown; each of these cars has a standard eight speed automatic (Challenger also has six-speed manuals for every V8). Among the Challengers will be the 392 Hemi Scat Pack Dodge Challenger Shaker, and both Hellcat Charger and Hellcat Challenger.

Fiat is showing the new 2016 Fiat 500X, a larger-than-500 hatchback, presumably along with the 500L, 500C, and 500.

The Jeep Renegade will be shown, and since it was on the off-road demonstration track in Chicago, we expect it to be in the New York track as well.

Mopar will spotlight four customized models; the Jeep Performance Parts-equipped Jeep Renegade makes the Trailhawk model more trail tough, the Sublime Green Dodge Challenger T/A Concept blends vintage design cues with Mopar parts, the Chrysler 200S Mopar shows a new body kit, and the Fiat 500L Custom has been, as the name indicates, customized.

We also expect Maserati to show off their full line, and Ferrari is bound to be present.

Camp Jeep will return to New York, with an 18-foot high Jeep Mountain and Trail Rated Pass three-wheeling demo. Other interactive rides include the 2015 Dodge Charger racing simulator; 2015 Ram Truck off-road simulator; and Chrysler brand’s “Beneath the Surface” 4-minute, 4D-immersive experience using the Oculus Rift DK2 headset, showcasing how the 2015 Chrysler 200 is made.

The New York Auto Show is held at the Javits Center, which is walking-distance from Penn Station, the midtown ferry, and the 42 bus line; the adventurous can also try to reach it by subway or the Port Authority bus terminal. Public show dates are April 3-12; the show opens every day at 10 am, and closes at 10 pm except on Sundays (7 pm). The cost is $16 anyone 13 and older, $7 for children under 13; there are discounts for adult groups of 20 or more, and for child groups of 10 or more. Annual public attendance is over one million, and the display area is now 950,000 square feet including the new Javits Center North.

Read more at: http://allparnews.com/index.php/2015/03/fcas-lineup-for-new-york-show-28245

Ram grille change no big deal?

Opinion/Analysis:  it seems to me that the uproar over the new grilles on the Ram Laramie and Rebel is a classic case of making a mountain out of a molehill: a task made more difficult because it starts without a molehill.

Automotive News’ Larry Vellequette and Allpar’s Daniel Bennet have written about the change, saying it’s a sign that the Ram brand is suffering from an identity crisis. Their argument is that Ram trying to further distance itself from Dodge by moving away from the crosshair grille and the ram’s head badge.

The more likely reason for the change is to let buyers know this is a new Ram pickup [as alluded to by designer Greg Howell].

How long has the Ram pickup used the same general grille design with only very small changes that most consumers won’t even notice? Since Ram became a separate brand five years ago? In fact, the same general grille design was used on the last model year of the Dodge Ram pickup.

Maybe it’s time for a change?

The fact the new grille’s first appearance on a regular production truck came on the top-of-the-line Laramie is an indication that Ram is looking to persuade owners of earlier premium Ram pickups to trade their old truck by making the new truck visibly different.

When I was young, grille changes were an annual event, making each new model distinct from those that came before. Automakers don’t do that any more, but a change after six years seems reasonable.

The use of the prominent “RAM” on the Rebel’s grille is similar to what Ford has done on the Raptor, which has a big “FORD” on the grille instead of a blue oval. It sets the special truck apart from other models.

As for the large RAM on the tailgate, name a pickup brand that hasn’t done this at one time or another.

In short, there’s no identity crisis required to explain the change.

As far as establishing a brand identity, I would imagine that if you asked most male consumers to complete the phrase “Guts, Glory…”, most would say “Ram.” They might even try to sound like Sam Elliott. That’s successful branding.

Worries about losing the classic Ram logo would seem to be unfounded. A look at the interior shows the familiar shield is right in  the center of the steering wheel. Considering that it’s much less costly to change a small badge than it is to change a grille and tailgate, one would assume any effort to rebrand would include that change.

Consider the ProMaster City. While the big ProMaster was already in production, it would have been easy to change the small van’s grille and badging. Yet the ProMaster City has Ram shield badges front and rear.

Now consider at the two brands’ product lines: Ram has pickups, chassis-cabs and commercial vans (ProMaster City is clearly targeted at businesses). Dodge has passenger cars, family minivans and SUVs. The only Dodge fleet vehicles are special purpose, such as the Charger Pursuit and the Durango SSV. There isn’t any overlap, even in the same showroom.

It was Chrysler, not Fiat, that originally pushed for a retail network in which as many dealers as possible sold all the Chrysler brands.

If anyone is worried that Ram is phasing out the Ram logo, the first question that comes to mind is “Why would they?” The brand name is Ram; what else are they going to use?

It’s unlikely that Bob Hegbloom, Sergio Marchionne or Olivier Francois lose much sleep over whether dealers or consumers call the truck a Ram or a Dodge Ram. FCA US and people can call it anything they want as long as it changes hands from the first group to the second group in large quantities, and Ram U.S. sales last year were the best since the all-time record year of 2003 and missed setting a new all-time Graham/Dodge/Ram sales record by just 9,583 sales.

In the end, the grille change isn’t a quest for identity or an escape from the shadow of another brand. It is a relatively inexpensive styling change made by a brand that seems comfortable enough in its own skin to try something new.

Read more at: http://www.allpar.com/news/index.php/2015/03/relax-ram-grille-change-no-big-deal

Black is the new black

Some Web sages noticed that the only interior color available for the Ram Rebel and Laramie Limited was black (this has been true for both generations of Laramie Limited).  With the 2015 Ram 1500 Laramie Limited, even the headliner and pillars are black.

We asked Ram lead interior designer whether this was due to customer choice or cost, and he said it was partly a matter of being appropriate to the vehicle.

There’s just something about wearing a black suit, just a nice black suit, that your details pop.  I think that’s the thing that we’ve learned over the years, that it’s okay to have a very calming black, very consistent, and then accent it with colors. That’s what we’ve chosen for like you mentioned the Limited; we’ve chosen it for the Rebel that we’re sitting in. It’s appropriate.

Mr. Nagode also mentioned the dirt resistance (to fingerprints) in truck use, as well as customer choice if presented with different options at a lot. However, he also noted that for other vehicles, different colors were more appropriate, particularly in cars such as Charger, Challenger, and Viper. The Laramie Longhorn, he pointed out, comes in either black with brown seats, or in “a frost color” with a warmer brown.

It’s just sometimes the extremes, we tend to kind of limit the choices. Like our Express and Tradesman really only comes in a black environment. And again, that’s perfect for someone that’s going to get it dirty.  …  At the core of our market, we tend to offer more colors, more variations.

As read on: http://www.allpar.com/news/index.php/2015/02/black-is-the-new-black

Recap of both Exciting Ram Truck Announcements Made at the NAIAS 2015

The New Year may have just begun, but Ram has already hit the ground running with exciting news for Ram truck fans.

On Tuesday, January 13th at the North American International Auto Show in Detroit, Ram Brand CEO and President, Bob Hegbloom, made two exciting announcements that prove Ram will remain a leader in 2015.

First, Hegbloom announced that the new Ram 1500 EcoDiesel (available March 2015) would now deliver an incredible manufacturer’s estimated 29-mpg highway. We know that fuel economy is the customers’ top priority, which is why this truck will provide the highest fuel economy among all pickups in the industry.

“The new 1500 EcoDiesel sets the bar even higher…and this truck will be great news for owners who tell us they really rack up the miles on their daily commute,” said Hegbloom.

Throughout the press conference, Hegbloom spoke about how Ram truck customers’ needs are specialized and purpose-based. Our truck drivers know what fits their lifestyle, and “if the truck fits…they’ll buy it.”

This was the strategy behind the newest truck model: The 2015 Ram 1500 Rebel.

The Rebel is a one-of-a-kind, off-road sport package that customers and dealers have been asking for, and Hegbloom explained, “Now is the right time to bring it to market.“

Hegbloom described the Ram Rebel as “a new breed.”

The dramatic, unique exterior styling immediately shows that the Ram Rebel offers something different. “It’s a truck built and styled for people who push back, whenever they hear those despised words: you can’t,” said Hegbloom.

Instead of the crosshair grille you’d expect, the Ram Rebel sports a bold, blacked-out grille that frames the prominent billet silver “Ram.” The all-new face incorporates LED fog lamps, front tow hooks, a durable, black powder-coated bumper, and projector headlamps.

For added strength, sport-performance, and traction, the Ram 1500 Rebel rides on 33-inch Toyo all-terrain tires.

The Ram-stamped tailgate and blacked-out badging let others know who the leader is on the road.

Like the outside of the truck, the inside is bold and rugged. The durable, unique seats feature inserts embossed with the actual Toyo tread pattern. The Ram Rebel features an all-new center console, and a heated steering wheel that will help drivers dominate both on and off the road.

“With its distinctive good looks, high-value contenting and true full-size truck capability…it’s the perfect vehicle for people who always push the limits, and push themselves to squeeze more enjoyment out of life,” said Hegbloom.

We listen to what truck owners want, and then we put everything we have into delivering it, always pushing what’s possible. We couldn’t be more excited to give you another truck so you can take living the “Ram Life” to a whole new, rebellious level.

Read more of this article at: http://blog.ramtrucks.com/trucks/ram-1500/two-exciting-ram-truck-announcements-made-naias-2015/