RAM 1500 Ecodiesel, anybody seen one in the wild?

norfla71 wrote:

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but not sure if it will be a 1500 3.0 or a 2500 with the 6.4, which is cheaper by about $2,000.
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??? How did you get that?

On the website "build&price" I can't get anywhere close for similar trucks. The base SLT 2500 with 6.4L is Can$6K more.

Drove a Big Horn a couple of weeks ago; waiting for the dealer to get a Long Horn with air suspension. Right now I'm torn; I love the new Rams, and will get another one, but not sure if it will be a 1500 3.0 or a 2500 with the 6.4, which is cheaper by about $2,000. Either way I'll be happy with my decision.

Hybridhunter wrote:

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Even the tiny base V6's are making 150Hp by 2500rpm. That is sufficient to tow most 1/2 ton towable trailers. Is it really a big deal to run at 2500 rpm vs 1900? Really? And the diesel is at "full throttle", and "high rpm"just as much, it just happens to have a narrower rpm range than a typical gas engine.

Really.

When we were towing a 4000# TT we traded our Tacoma 4L V6 for the low-end torque of the 3.5L V6 EcoBoost. Like night and day.

Admittedly there were other factors, better tranny, more payload, but being able to cruise along without constant downshifting and engine roaring makes the drive a whole lot more pleasant.

The mountains didn't bother us so much, we expected to slow down on the steep grades. And if we only towed a few weekends a year, I would have kept the Tacoma. But when you're towing a lot (50% of the time for us), the noise and busyness can wear you down.

Hybridhunter wrote:

wilber1 wrote:

Sport45 wrote:

NinerBikes wrote:
Peak HP numbers and peak torque on gassers, are pie in the sky numbers, unless you run the motor full throttle. That is not the case with the Eco diesel, the torque is there far from full throttle, all the time, if you want it from 1750 to 2750 rpm.

It doesn't matter if it's gas or diesel. The lines you see on the power graph are for wide open throttle. If you want to match the graph output at any rpm the pedal has to be to the metal.

True but in real world driving, where an engine makes its power is often more important than how much it can make. For example, an engine capable of putting out more HP in the 1500 to 2000 rpm range is going to be making fewer irritating downshifts when cruising in OD on a rolling highway than one that isn't, even if it's not capable of as much peak HP. High peak HP may well come at the expense of every day driveability.

If it was just about peak HP, a 2005 era normally aspirated 3 liter F1 engine putting out 900 HP on pump gas would be just the ticket for towing your 18K 5er. Not.

Even the tiny base V6's are making 150Hp by 2500rpm. That is sufficient to tow most 1/2 ton towable trailers. Is it really a big deal to run at 2500 rpm vs 1900? Really? And the diesel is at "full throttle", and "high rpm"just as much, it just happens to have a narrower rpm range than a typical gas engine.

Well, try running 2500 rpm in OD.

wilber1 wrote:

Sport45 wrote:

NinerBikes wrote:
Peak HP numbers and peak torque on gassers, are pie in the sky numbers, unless you run the motor full throttle. That is not the case with the Eco diesel, the torque is there far from full throttle, all the time, if you want it from 1750 to 2750 rpm.

It doesn't matter if it's gas or diesel. The lines you see on the power graph are for wide open throttle. If you want to match the graph output at any rpm the pedal has to be to the metal.

True but in real world driving, where an engine makes its power is often more important than how much it can make. For example, an engine capable of putting out more HP in the 1500 to 2000 rpm range is going to be making fewer irritating downshifts when cruising in OD on a rolling highway than one that isn't, even if it's not capable of as much peak HP. High peak HP may well come at the expense of every day driveability.

If it was just about peak HP, a 2005 era normally aspirated 3 liter F1 engine putting out 900 HP on pump gas would be just the ticket for towing your 18K 5er. Not.

Even the tiny base V6's are making 150Hp by 2500rpm. That is sufficient to tow most 1/2 ton towable trailers. Is it really a big deal to run at 2500 rpm vs 1900? Really? And the diesel is at "full throttle", and "high rpm"just as much, it just happens to have a narrower rpm range than a typical gas engine.

Even with a couple tons in tow, the Pentastar tugs this rig uphill and cruises at 70 mph without a problem. On flat land and unburdened, we hit 60 mph in 7.5 seconds and cleared the quarter-mile in 15.8 at 88 mph.

A point of reference....

Good / analytical review

Engine comments from above...
All this number crunching is well and good, but the real test is out on the road, where the diesel showed its true colours. Frankly, it felt downright slower than the Pentastar V6, which took off in a lively fashion, both unloaded as they were. Unfortunately, this introduction to the 2014 Ram lineup did not include a towing test for the light duty diesel or the gas V6, and only a brief loop around a circuit of cones in the parking lot for the Hemi-equipped V8 with a rather large power boat hooked up to the hitch.

First Drive: 2014 Ram 1500 EcoDiesel trucks ram first drives ?First Drive: 2014 Ram 1500 EcoDiesel trucks ram first drives ?First Drive: 2014 Ram 1500 EcoDiesel trucks ram first drives
2014 Ram 1500 EcoDiesel. Click image to enlarge
Both the 1500 EcoDiesel we drove in Laramie Crew Cab 4×4 trim ($64,085 as tested) and V6 Pentastar in Outdoorsman Quad Cab 4×4 trim ($44,760 as tested) were equipped with the air suspension and novel five-link rear coil suspension (instead of leaf springs, but not fully independent). However, the gas V6 felt positively sporty in its ride quotient compared to the diesel. Despite being shod with wider tires (both 20-inch tire packages), the EcoDiesel felt soft, cushy, and a bit more tippy in corners – the engineers we spoke to ascribed the marked contrast to that engine weight difference. Unlike Chevy and Ford offerings, Ram’s air suspension can serve as both an off-road duty tool and can lower and adjust for ideal cruising or towing, so they do not have custom suspension packages for those specific tasks.

After driving both the gas and diesel V6s back to back in the morning, I came back to spend some more quality time in the diesel in the afternoon. From inside the cabin, it is as quiet as any modern car, even at typical high-speed cruising speed on the 400-series highways. It might not feel as quick, but it builds up steam confidently and evenly, and cruises with effortless quiet on the highway. At a steady 120 km/h, it was ticking over at a low 1,800 rpm, the diesel rasping away faintly in the background.

As mentioned, the diesel seemed a bit soft in the corners compared to the base V6, but not a cause of concern. Steering is light and fairly slow, preferred for the type of work these vehicles are put to use, but still feels safe and surefooted on the highway at highway speeds.

One Review
4wheeler test

A slightly more favorable review

Motor Trend

More of the same...

Lots of praise for the truck. The Ram is definitely the darling of media types. It leaves the current F150, and the GM's behind IMO. Not a ton of praise for the Diesel performance, but the mileage is certainly there, and achievable.

goducks10 wrote:
I'm glad I have 350HP and 800lbs of TQ. No worries about where my power is going to be. It's always under my right foot.

:B, mine only has 385HP and 850ftlbs of TQ....(all under my right foot also):)

NinerBikes wrote:

wilber1 wrote:
For ten years I towed the trailer in my sig with an 2001.5 Dodge with a 5.9 Cummins SO, 235 HP, 460 lb, ft. GCW 17600 lbs, 4:10 diff and only a 4 spd transmission. Trips included west coast to Newfoudland and back and 10,000 ft passes in Wyoming. Sparkling performance? No. Adequate? You bet.

Never had a problem with overheating though. They might want to address that.

I believe these Common Rail motors are tuned to run hotter under heavy load at temps less than 70F, for efficiency of MPG. I know for certain it's the case with Bosch systems that are common rail with ad blue. I can see 235F on my scan gauge II just going up a 6% grade for 3 miles and 2500 to 3000 vertical feet climb. This is in my 2014 Passat TDI SE. with just me in it. 225 #s.

Newer diesel motors run much hotter than motors in the past, so make sure you have good motor oil that's up to that kind of heat not breaking down. Cheap oil at Jiffy Lube is pennies wise and pounds foolish on expensive diesel motors. Always use the right Spec oil.

I'm not sure if it is the new design or the grade, but I wouldn't be too concerned about the heat. We have a pretty good interstate grade here outside of SLC, Utah -- I80 going East up Parley's Canyon. About 8 miles long, ranging from 3% to about 7.5% near the top, which is a bit above 7000 ft. All of my trucks have gotten hot by the end of that grade towing at freeway speeds, even the Duramax. Of course, the Duramax and Ecoboost can do it at 70 mph, with throttle to spare, but still, they all get a little hot. Nothing to be concerned about, as long as it only happens when the truck is really working and it is staying within the functional parameters for the engine.