Auto blog

Towing with the 2016 Ram lineup [w/video]

I do not tow things. Ever. Yet I recently found myself at the Fiat Chrysler Automobiles proving grounds in Chelsea, MI, where I'd be testing the hauling capabilities of Ram's current product range. This experience was not only a perfect education for a towing novice like me, but allowed me to tow far more weight than I'd ever consider hauling the real world, and all within the safe confines of the Chelsea Proving Grounds. There was an extremely diverse array of vehicles at my disposal, including Ram's gasoline- and diesel-powered offerings with trucks ranging from the 1500 on up through the 5500 Chassis Cab, as well ProMaster vans. Beyond that, FCA brought out a number of vintage Dodge pickups for me to play with, while also working with Case IH to provide a track-loader I could test. I put together a range of videos covering everything from the classics to the production trucks to the construction equipment. And despite some technical difficulties – you'll notice a distinct lack of in-car videos, with blame going to a corrupted micro SD card – I've assembled ten videos that give an up-close look at Ram's offerings. 2015 Ram ProMaster City Let's start small. The ProMaster City only has a towing capacity of 2,000 pounds. That's a reasonably impressive figure for a van that uses the same powertrain as a Chrysler 200. The 2.4-liter four-cylinder and nine-speed automatic weren't really bothered with the extra weight added by the trailer. Even when accelerating at freeway speeds, the ProMaster City didn't feel out of breath or hampered by its load. That said, the rear of the van was unloaded, which probably wouldn't be the case for most consumers. It's unclear how the City would feel if its driver were taking advantage of the max payload (1,883 pounds) and towing. 2015 Ram ProMaster 1500 To be polite, the Ram ProMaster is a difficult vehicle to like. Its awkward seating position is bus-like and lacks the visibility enjoyed by the Ford Transit or the utter driving comfort of the Mercedes-Benz Sprinter. Its 3.0-liter, four-cylinder turbodiesel engine, meanwhile, is something of an anomaly. While it's potent for a four-cylinder diesel, producing 295 pound-feet of torque and 174 horsepower, those numbers don't feel all that impressive when loaded down. The model I tested was barely using half of its 5,100-pound maximum towing weight and was loaded down with just 500 of its 3,620-pound payload. Yet it lacked the pluckiness of the smaller City.

FCA eliminates just under 2,000 supplemental contract workers due to coronavirus constraints

Car companies have jumped in quickly to help combat coronavirus. They’re even beginning to manufacture some of the badly needed medical supplies, like ventilators and masks. However, with stay-at-home orders sweeping across the nation and folks practicing social distancing, automotive sales and manufacturing have quickly dried up in North America. That leads us to todayÂ’s news coming out of FCA. A company spokesperson told us that approximately 2,000 supplemental workers (a subcategory of the companyÂ’s many contract workers) are being laid off. HereÂ’s the official statement from FCA: “In light of the challenges created by the COVID 19 situation, and the various ‘stay at homeÂ’ orders from multiple states, a number of development projects within FCA have been temporarily put on hold. "As a result of this, subcontract companies who were providing external support to a number of these projects have been asked to temporarily suspend their activities as we reprioritize certain initiatives and projects. We will continue to monitor the situation with the intent to return to normal activity as soon as the situation allows.” FCA made it clear in our communications with the company that it is not terminating all contract workers, nor is it terminating any employees of the company itself. The rationale here is that certain development work is on pause, so those who were contracted to be a part of that work are now out. We're told that those workers are in white-collar functions, not manufacturing jobs. We asked FCA if it had plans to reinstate all of the affected workers once the coronavirus crisis has passed, but received no commitment either way. “At this point weÂ’re going to continue to monitor the situation,” a company spokesperson told us. Questions still remain when it comes to the stimulus package moving through Congress right now as it pertains to the automotive industry. FCA says itÂ’s currently studying the bill, but hasnÂ’t offered up a comment on the situation yet. We havenÂ’t heard of any similar cuts happening at Ford or GM yet, but now that FCA has made a move, weÂ’ll be on the lookout for more. Hirings/Firings/Layoffs Chrysler Fiat coronavirus

2018 Chrysler Pacifica Hybrid | Mountain road / fuel economy review

PORTLAND, Ore. — I don't have children, which makes it a wee bit difficult to fully appreciate and evaluate every nuance of the 2018 Chrysler Pacifica Hybrid. I'll leave that to Editor-in-Chief Greg Migliore and any other proud parents at Michigan HQ where the long-term and extremely blue Pacifica resides. However, with an extremely beige Pacifica Hybrid in my driveway this week, I figured I could tackle something that's difficult to fully evaluate in the Mitten State: mountain road driving. You know, that thing families totally care about, right after safety ratings and cupholder count. ... Or not. Again, no kids. Admittedly, putting it through a fuel economy test seems more useful, so I did that too. Now, typically, minivans are huge boxes with a stratospheric center of gravity courtesy a whole bunch of steel, a whole bunch of panoramic sunroof glass, and a whole bunch of air ducting packed into the roof. This leads to a rather tippy driving experience that's exacerbated by a soft suspension intended to provide pillow-like comfort for the kiddos in the back. . This would apply to the regular Pacifica, but the Hybrid, it's different. Stuffed into the area where the Stow 'n Go seats would normally stow and go into, this plug-in hybrid's 96-cell lithium-ion battery pack is smack dab in the middle of the van and quite low to the ground. It's exactly where you'd want to stuff 568 extra pounds to counteract all that weight up high. It also settles that suspension down, resulting in a minivan that feels more buttoned down and poised with minimal rebound over bumps. Body roll is even kept nicely in check. This, despite balloonier, higher-profile tires than what you'd get in a comparable regular Pacifica. The steering could still use just a smidge more effort upon turn-in, but remains more reassuring and engaging than Honda's disappointingly loosey-goosey steering. Throttle response is different in the Pacifica Hybrid as well, providing ultra-smooth and torque-rich electric power delivery reminiscent of an EV. Even when the all-electric range has been depleted, the Pacifica Hybrid continues to feel more like an electric car than one that also has a gasoline engine aboard. It certainly helps that that engine is a smooth 3.6-liter V6 rather than a buzzy four-cylinder bound to make a racket. Unless you really gun the thing, it's difficult to detect when puttering around town or at a steady highway cruise. In total, the Pacifica Hybrid is better to drive.