2021 Ram 1500 Big Horn Crew Cab 4x4 5'7" Box on 2040-cars

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Stellantis expects to hit emissions target without Tesla's help

Franco-Italian carmaker Stellantis expects to achieve its European carbon dioxide (CO2) emissions targets this year without environmental credits bought from Tesla, its CEO said in an interview published on Tuesday. Stellantis was formed through the merger of France's PSA and Italy's FCA, which spent about 2 billion euros ($2.40 billion) to buy European and U.S. CO2 credits from electric vehicle maker Tesla over the 2019-2021 period. "With the electrical technology that PSA brought to Stellantis, we will autonomously meet carbon dioxide emission regulations as early as this year," Stellantis boss Carlos Tavares said in the interview with French weekly Le Point. "Thus, we will not need to call on European CO2 credits and FCA will no longer have to pool with Tesla or anyone." California-based Tesla earns credits for exceeding emissions and fuel economy standards and sells them to other automakers that fall short. European regulations require all car manufacturers to reduce CO2 emissions for private vehicles to an average of 95 grams per kilometer this year. A Stellantis spokesman said the company is in discussions with Tesla about the financial implications of the decision to stop the pooling agreement. "As a result of the combination of Groupe PSA and FCA, Stellantis will be in a position to achieve CO2 targets in Europe for 2021 without open passenger car pooling arrangements with other automakers," he added. Tesla's sales of environmental credits to rival automakers helped it to announce slightly better than expected first-quarter revenue this week. The next tightening of European regulations will soon be the subject of proposals from the European Commission. The 2030 target could be lowered to less than 43 grams/km. Related Video: Government/Legal Green Alfa Romeo Chrysler Dodge Fiat Jeep Maserati RAM Tesla Citroen Peugeot Emissions Stellantis

FCA and UAW deal could mean huge production shakeups

The big labor contract between Fiat Chrysler Automobiles and the United Auto Workers is likely to lead to some very serious production shakeups across the company's North American manufacturing operations. That's according to a new report from Automotive News, which details the sweeping changes at no fewer than five production facilities in Michigan, Illinois, Ohio, Mexico, and Poland. So without further ado, here's what's going where, presented in easy to digest bullet form. Ram 1500 production would move from Warren, MI to Sterling Heights, MI Warren, MI would be retooled for unibody production and would handle the Jeep Grand Wagoneer and could potentially build Grand Cherokees to ease the strain on Detroit's Jefferson North factory Chrysler 200 production would move from Sterling Heights, MI to Toluca, Mexico Dodge Dart production would move from Belvidere, IL to Toluca, Mexic Fiat 500 production, which is currently handled by Toluca, would be concentrated in Poland, where the Euro-spec Cinquecento is built Jeep Cherokee production would move from Toledo, OH to Belvidere, IL to make room for Wrangler and Wrangler Pickup production Like we said, those are some big changes. But, as FCA CEO Sergio Marchionne said in an earlier interview with Automotive News, this kind of shakeup would make a lot of sense. In that August interview the exec said that automakers moved truck production to Mexico because they were "threatened" by the UAW. "The only thing [the UAW] want is to move the truck back. Which is right. If you move the truck back here, which is [the UAW's] domain, [and move] all the cars that we get killed on somewhere else, we could actually make sense of this bloody industry and actually increase the number of people employed in this country and really share wealth because we are making money," Marchionne told AN. News Source: Automotive News - sub. req.Image Credit: Bill Pugliano / Getty Images Plants/Manufacturing UAW/Unions Chrysler Dodge Fiat Jeep RAM Sergio Marchionne FCA toluca warren sterling heights

2018 Ram ProMaster Quick Spin Review | Big van, big fan

I've moved a lot over the past decade or so. Since the beginning of 2008, I've held nine different addresses: five in Alabama, two in California and two in Michigan. I've had a lot of experience moving, sometimes multiple times to multiple states in a single year. Simply put, I get around. And f or most of these moves, I made do with SUVs, hatchbacks, borrowed pickups or rented box trucks. After putting more than 2,000 miles on a GMC Savana during my (second) move to from Alabama to California, I was fed up with the headache of it all. The GMC had no cruise control, no sound deadening and a V8 that downed fuel with the gusto of a drunk at an open bar. It was an almost entirely unpleasant experience. Yes, I know that's how trucks used to be, but when there's an alternative, I'll take it. This latest move — all of 2.2 miles — was the shortest I'd had in years. While our long-term 2018 Honda Ridgeline would have sufficed for 90-percent of the move, it isn't quite long enough to move two couches, a shelf and a king-size bed. Sure, I could have gone to U-Haul, but why bother there was a Ram ProMaster in the local fleet that I could put to good use? I wanted to really see how far things have come in recent years. My chariot was a long-wheelbase high-roof van in work-site white. It's as inoffensive and anonymous as they come. The ProMaster is based on the Fiat Ducato, and it's an unfortunate looking machine, though I doubt many people in the market for a good work van give much thought to the van's design. There are a lot of variations of the ProMaster when it comes to wheelbase and cab configurations, but all models have the same standard drivetrains. Power from the 280 horsepower V6, like the one in the van I drove, is sent to the front through a six-speed automatic. A 3.0-liter turbo-diesel V6 is optional, boosting torque from 260 pound-feet to 300 pound feet, but it's paired with a less-than-stellar automated manual transmission that's not nearly as smooth or refined as its torque-converter counterpart. The seating position was high and commanding. It's a bit of a climb to get into, but once you're seated it's actually quite comfortable. Since you're nearly on top of the front wheels, forward visibility is excellent. The passenger area is spartan but packs tons of little cubbies, pockets and cup holders. I found perfect spots to stick extra bungee cords, gaffers tape and ratchet straps. Compared to the old vans I was used to, it was a revelation.